Thermal mitigation enhancement

ABSTRACT

Disclosed are techniques for performing thermal mitigation for one or more devices. For instance, a temperature, humidity, amount of light, and/or other characteristic or factor associated with a vehicle can be obtained. Whether to transition one or more communication functions from the vehicle to a user device can be determined based on the temperature, humidity, etc. In response to a determination to transition the one or more communication functions, the one or more communication functions can be transitioned from a communication unit of the vehicle to a communication unit of the user device.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. ProvisionalApplication No. 63/067,793, filed Aug. 19, 2020, entitled “THERMALMITIGATION ENHANCEMENT”, and U.S. Provisional Application No.63/084,495, filed Sep. 28, 2020, entitled “THERMAL AWARE LOADBALANCING”, which are hereby incorporated by reference in their entiretyand for all purposes.

FIELD OF THE DISCLOSURE

Aspects of the disclosure relate generally to wireless positioning andthe like. In some implementations, examples are described for providingthermal mitigation enhancement for devices.

BACKGROUND OF THE DISCLOSURE

Wireless communications systems are deployed to provide varioustelecommunication services, including telephony, video, data, messaging,broadcasts, among others. Wireless communications systems have developedthrough various generations, including a first-generation analogwireless phone service (1G), a second-generation (2G) digital wirelessphone service (including interim 2.5G networks), a third-generation (3G)high speed data, Internet-capable wireless service, and afourth-generation (4G) service (e.g., Long-Term Evolution (LTE), WiMax).There are presently many different types of wireless communicationssystems in use, including cellular and personal communications service(PCS) systems. Examples of known cellular systems include the cellularAnalog Advanced Mobile Phone System (AMPS), and digital cellular systemsbased on code division multiple access (CDMA), frequency divisionmultiple access (FDMA), time division multiple access (TDMA), the GlobalSystem for Mobile communication (GSM), etc.

A fifth generation (5G) mobile standard calls for higher data transferspeeds, greater numbers of connections, and better coverage, among otherimprovements. The 5G standard (also referred to as “New Radio” or “NR”),according to the Next Generation Mobile Networks Alliance, is designedto provide data rates of several tens of megabits per second to each oftens of thousands of users, with 1 gigabit per second to tens of workerson an office floor. Several hundreds of thousands of simultaneousconnections should be supported in order to support large sensordeployments. Consequently, the spectral efficiency of 5G mobilecommunications should be significantly enhanced compared to the current4G/LTE standard. Furthermore, signaling efficiencies should be enhancedand latency should be substantially reduced compared to currentstandards.

Vehicles are an example of systems that can include wirelesscommunications capabilities. For example, vehicles (e.g., automotivevehicles, aircraft, maritime vessels, among others) can communicate withother vehicles and/or with other devices that have wirelesscommunications capabilities.

SUMMARY

The following presents a simplified summary relating to one or moreaspects disclosed herein. Thus, the following summary should not beconsidered an extensive overview relating to all contemplated aspects,nor should the following summary be considered to identify key orcritical elements relating to all contemplated aspects or to delineatethe scope associated with any particular aspect. Accordingly, thefollowing summary has the sole purpose to present certain conceptsrelating to one or more aspects relating to the mechanisms disclosedherein in a simplified form to precede the detailed descriptionpresented below.

Some aspects of the present disclosure include systems, methods,apparatuses, and computer-readable media for performing thermalmitigation enhancement. According to at least one example, a method isprovided for thermal mitigation. The method can include: obtaining atemperature associated with a vehicle; determining whether to transitionone or more communication functions from the vehicle to a user devicebased on the temperature; and in response to a determination totransition the one or more communication functions, transitioning theone or more communication functions from a communication unit of thevehicle to a communication unit of the user device.

In another example, an apparatus for thermal mitigation is provided thatincludes a memory and at least one processor (e.g., configured incircuitry) communicatively coupled to the processor. The at least oneprocessor is configured to: obtain a temperature associated with avehicle; determine whether to transition one or more communicationfunctions from the vehicle to a user device based on the temperature;and in response to a determination to transition the one or morecommunication functions, transition the one or more communicationfunctions from a communication unit of the vehicle to a communicationunit of the user device.

In another example, a non-transitory computer-readable medium isprovided that includes stored thereon at least one instruction that,when executed by one or more processors, cause the one or moreprocessors to: obtain a temperature associated with a vehicle; determinewhether to transition one or more communication functions from thevehicle to a user device based on the temperature; and in response to adetermination to transition the one or more communication functions,transition the one or more communication functions from a communicationunit of the vehicle to a communication unit of the user device.

In another example, an apparatus for thermal mitigation is provided. Theapparatus includes: means for obtaining a temperature associated with avehicle; means for determining whether to transition one or morecommunication functions from the vehicle to a user device based on thetemperature; and in response to a determination to transition the one ormore communication functions, means for transitioning the one or morecommunication functions from a communication unit of the vehicle to acommunication unit of the user device.

Some additional or alternative aspects of the present disclosure includesystems, methods, apparatuses, and computer-readable media that providethermal aware load balancers inside or communicatively coupled to deviceprocessing systems. A thermal aware load balancer enables a processingsystem to perform thermal based load balancing to control a processingload. For example, the thermal aware load balancer can control thenumber of received messages to be processed based on thermal conditionsof associated hardware components and based on an instantaneousprocessing load of the processing system.

According to at least one example, a method is provided for thermalbased load balancing. The method can include: receiving a plurality ofmessages from one or more devices; determining a thermal level;determining a processing load based on at least a number of theplurality of messages; based on the thermal level and the processingload, determining a filtering scheme to be applied for filtering theplurality of messages in order to maintain the processing load at orbelow a processing capacity; and applying the filtering scheme using oneor more components associated with the apparatus to filter the pluralityof messages.

In another example, an apparatus for thermal based load balancing isprovided that includes at least one transceiver, at least one memory,and at least one processor communicatively coupled to the at least onememory and the at least one transceiver. The at least one processor isconfigured to receive, via the at least one transceiver, a plurality ofmessages from one or more devices; determine a thermal level; determinea processing load based on at least a number of the plurality ofmessages; based on the thermal level and the processing load, determinea filtering scheme to be applied for filtering the plurality of messagesin order to maintain the processing load at or below a processingcapacity; and apply the filtering scheme using one or more componentsassociated with the apparatus to filter the plurality of messages.

In another example, a non-transitory computer-readable medium isprovided that includes stored thereon at least one instruction that,when executed by one or more processors, cause the one or moreprocessors to: receive a plurality of messages from one or more devices;determine a thermal level; determine a processing load based on at leasta number of the plurality of messages; based on the thermal level andthe processing load, determine a filtering scheme to be applied forfiltering the plurality of messages in order to maintain the processingload at or below a processing capacity; and apply the filtering schemeusing one or more components associated with the apparatus to filter theplurality of messages.

In another example, an apparatus for thermal based load balancing isprovided. The apparatus includes: means for receiving a plurality ofmessages from one or more devices; means for determining a thermallevel; means for determining a processing load based on at least anumber of the plurality of messages; based on the thermal level and theprocessing load, means for determining a filtering scheme to be appliedfor filtering the plurality of messages in order to maintain theprocessing load at or below a processing capacity; and means forapplying the filtering scheme using one or more components associatedwith the apparatus to filter the plurality of messages.

In some aspects, the apparatus is or is part of a vehicle, a mobiledevice (e.g., a mobile telephone or so-called “smart phone” or othermobile device), a wearable device, an extended reality device (e.g., avirtual reality (VR) device, an augmented reality (AR) device, or amixed reality (MR) device), a personal computer, a laptop computer, aserver computer, or other device. In some aspects, the apparatusincludes a camera or multiple cameras for capturing one or more images.In some aspects, the apparatus further includes a display for displayingone or more images, notifications, and/or other displayable data. Insome aspects, the apparatuses described above can include one or moresensors, which can be used for determining a location of theapparatuses, a state of the apparatuses (e.g., a temperature, a humiditylevel, and/or other state), and/or for other purposes.

Other objects and advantages associated with the aspects disclosedherein will be apparent to those skilled in the art based on theaccompanying drawings and detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are presented to aid in the description ofvarious aspects of the disclosure and are provided solely forillustration of the aspects and not limitation thereof.

FIG. 1 illustrates an exemplary wireless communications system,according to aspects of the disclosure.

FIG. 2A and FIG. 2B illustrate examples of wireless network structures,according to aspects of the disclosure.

FIG. 3 is a diagram illustrating an example of various user equipment(UEs) communicating over direct communication interfaces (e.g., acellular based PC5 sidelink interface, 802.11p defined Dedicated ShortRange Communication (DSRC) interface, or other direct interface) andwide area network (Uu) interfaces, according to aspects of thedisclosure.

FIG. 4 is a block diagram illustrating an example of a computing systemof a vehicle, according to aspects of the disclosure.

FIG. 5 is a block diagram illustrating an example of a computing systemof a user device, according to aspects of the disclosure.

FIG. 6 is a diagram illustrating an example of a thermal mitigationframework, according to aspects of the disclosure.

FIG. 7 is a flow diagram illustrating an example of a process fortransitioning vehicle-to-everything (V2X) functionality, according toaspects of the disclosure.

FIG. 8 is a flow diagram illustrating an example of a process fortransitioning emergency functionality, according to aspects of thedisclosure.

FIG. 9 is a flow diagram illustrating an example of a process forthermal mitigation, according to aspects of the disclosure.

FIG. 10A is a block diagram illustrating an example configuration ofinner components of a vehicle computing system, according to aspects ofthe disclosure.

FIG. 10B is a block diagram illustrating another example configurationof inner components of the vehicle computing system, according toaspects of the disclosure.

FIG. 11 is a flow diagram illustrating an example thermal based loadbalancing process, according to aspects of the disclosure.

FIG. 12 is a flow chart of an example process of selecting a filteringmechanism to be applied in the thermal based load balancing process ofFIG. 8, according to aspects of the disclosure.

FIG. 13 is a flow diagram of an example thermal based load balancingprocess, according to aspects of the disclosure.

FIG. 14 is a block diagram illustrating an example of a computingsystem, according to aspects of the disclosure.

DETAILED DESCRIPTION

Certain aspects and embodiments of this disclosure are provided belowfor illustration purposes. Alternate aspects may be devised withoutdeparting from the scope of the disclosure. Additionally, well-knownelements of the disclosure will not be described in detail or will beomitted so as not to obscure the relevant details of the disclosure.Some of the aspects and embodiments described herein may be appliedindependently and some of them may be applied in combination as would beapparent to those of skill in the art. In the following description, forthe purposes of explanation, specific details are set forth in order toprovide a thorough understanding of embodiments of the application.However, it will be apparent that various embodiments may be practicedwithout these specific details. The figures and description are notintended to be restrictive.

The ensuing description provides example embodiments only, and is notintended to limit the scope, applicability, or configuration of thedisclosure. Rather, the ensuing description of the exemplary embodimentswill provide those skilled in the art with an enabling description forimplementing an exemplary embodiment. It should be understood thatvarious changes may be made in the function and arrangement of elementswithout departing from the spirit and scope of the application as setforth in the appended claims.

The terms “exemplary” and/or “example” are used herein to mean “servingas an example, instance, or illustration.” Any aspect described hereinas “exemplary” and/or “example” is not necessarily to be construed aspreferred or advantageous over other aspects. Likewise, the term“aspects of the disclosure” does not require that all aspects of thedisclosure include the discussed feature, advantage or mode ofoperation.

In general, wireless communications systems support communication withmultiple devices by sharing the available system resources (e.g., time,frequency, and power). As noted above, examples of cellular systems thatprovide such multiple-access support include code division multipleaccess (CDMA) systems, time division multiple access (TDMA) systems,frequency division multiple access (FDMA) systems, and orthogonalfrequency-division multiple access (OFDMA) systems. A wirelessmultiple-access communications system may include a number of basestations, each simultaneously supporting communication for multiplecommunication devices, which may be otherwise known as user equipment(UE).

In some aspects, systems, apparatuses, processes (also referred to asmethods), and computer-readable media (collectively referred to hereinas systems and techniques) are described herein for performing thermalmitigation enhancement for one or more devices (e.g., one or more UEs).As described in more detail below, the systems and techniques canutilize one or more temperature thresholds (also referred to as thermallevels) in order to perform various operations, such as reducing certainfunctionalities, gracefully transitioning one or more functionalitiesfrom one or more communication units of a first UE (e.g., a vehicle) toone or more communication units of a second UE (e.g., a user device),among others.

In one illustrative example, the first UE is a vehicle and the second UEis a user device (e.g., a mobile device, tablet device, laptop computer,or other user device). The functionalities that are reduced and/ortransferred from the vehicle to the user device can include one or morewireless network access functions, one or more vehicle-to-everything(V2X) functions, and/or one or more emergency functions (e.g.,emergency-call services). In some examples, different temperaturethresholds can be associated with each of the different functionalities.For instance, a first temperature threshold (e.g., 95° C. or othertemperature threshold) can be associated with reducing and/ortransferring wireless network access functions from a firstcommunication unit of the vehicle to a second communication unit of theuser device, a second temperature threshold (e.g., 105° C. or othertemperature threshold) can be associated with reducing and/ortransferring one or more V2X functions from the first communication unitto the second communication unit of the user device, and a thirdtemperature threshold (e.g., 115° C. or other temperature threshold) canbe associated with transferring one or more emergency functions from thefirst communication unit to the second communication unit. Any othernumber of thresholds can be used to transfer fewer or morefunctionalities from the first communication unit of the vehicle to thesecond communication unit of the user device, or from the secondcommunication unit to the first communication unit.

In some aspects, additionally or alternatively to the thermal mitigationsystems and techniques described above, systems and techniques aredescribed herein for performing load balancing using one or more loadbalancers. In some implementations, the one or more load balancers arethermal aware load balancers (also referred to as thermal loadbalancers) that can perform thermal aware load balancing (also referredto as or thermal based load balancing or thermal load balancing). Insome cases, the one or more thermal load balancers are inside or arecommunicatively coupled to a processing system (e.g., an applicationprocessor or other processing system) of a device (e.g., a UE). Forinstance, a thermal load balancer can enable a processing system of adevice to perform thermal based load balancing and control the number ofreceived messages (flow of incoming messages) to be processed based onthermal conditions of associated hardware components and based oninstantaneous processing load of the processing system.

As described in more detail below, the thermal balancing systems andtechniques described herein can utilize one or more temperaturethresholds (also referred to as thermal levels) in combination with oneor more processing loads and corresponding thresholds in order to selecta filtering mechanism. The processing system and/or one or more externalcomponents (e.g., a modem and/or other components) that arecommunicatively coupled to the processing system can use the filteringmechanism to filter (e.g., drop) the incoming messages. This filteringallows the processing system to maintain the load of incoming messagesto be processed by the processing system at or below a threshold that isindicative of a processing capacity of the processing system. The termfiltering, as used throughout the present disclosure with respect tomessages, can include dropping or discarding one or more messages,queuing one or more messages for later transmission and/or processing(e.g., when the processing load of the processing system improves to beless than the threshold), and/or other operations related to managingthe processing of messages by a processing system.

In one illustrative example, a first UE can communicate with a number ofnearby devices (e.g., one device, tens of devices, hundreds of devices,thousands of devices, etc.) and can receive a number of messages (e.g.,tens, hundreds, or other number of messages per second) from each nearbydevice. In some examples, a nearby device can be any device that iswithin communication range of the first UE (e.g., a device that cantransmit and/or receive messages to and/or from the first UE). Themessages can provide information including, but not limited to,respective device identification information, location information,speed, direction of movement (or heading), etc. The first UE can be avehicle, such as a bicycle, a motorcycle, an unmanned vehicle, an aerialvehicle, a maritime vessel, and/or other type of vehicle. The nearbydevices can include, but are not limited to, a vehicle (e.g., a bicycle,a motorcycle, an unmanned vehicle, an aerial vehicle, a maritimevessel), a mobile device, a roadside unit (RSU), a traffic managementdevice such as a traffic light system, a smart traffic managementdevice, and/or other device.

The received messages can be processed by the first UE for safetyapplications (e.g., alerting a driver of the first UE of animpending/possible accident ahead, a red light ahead, a pedestriancrossing the road, etc.) and/or for other operations including, but notlimited to, lane change negotiations, left or right turns at stop signs,traffic suggestions, destination suggestions, etc. It can be importantto process such messages as quickly as possible without a large amountof delay. Additionally, processing of these messages can becomputationally intensive. For example, each message can be signed by arespective transmitting device and, as part of the processing by thefirst UE, each message is verified. As temperatures of a processingsystem of the first UE and its associated components increase, therespective processing and verification capacities diminish due to, forexample, a reduction of respective clock frequencies of the componentsof the processing system.

Given the large number of incoming messages from nearby devices everysecond, it can be the case that not all of the received messages arecritical to the effective operation of the first UE. For instance, usinga vehicle as an example of the first UE, a message received from anearby vehicle that is five hundred feet away indicating that the nearbyvehicle is traveling at a speed of ten miles per hour would not haveimmediate safety implications to the safe operation of the vehicle.However, a subset of these received messages may be important to theeffective operation of the vehicle. In one illustrative example, amessage received from a nearby vehicle that is less than one hundredfeet away and that is approaching the vehicle at thirty miles per hourhas immediate safety implications to the safe operation of the vehicleand should be processed in order to control the vehicle (e.g., movementof the vehicle, breaking of the vehicle, heading control of the vehicle,etc.) and/or to provide appropriate notifications to the operation ofthe vehicle.

It can thus be important to ensure that a processing system of a deviceand associated processing components of the processing system havesufficient capacity to receive, verify, and process importantinformation (e.g., messages) regardless of fluctuations in processingcapacity of the processing system and its components due to changingconditions (e.g., thermal conditions, humidity, level of light, and/orother conditions). The filtering mechanism selected based on suchconditions and processing load conditions of a processing system, at anygiven point in time, enables the processing system to filter (e.g.,drop) less important messages and thus maintain sufficient capacity toprocess more important messages.

Additional aspects of the present disclosure are described in moredetail below.

As used herein, the term “communication unit” is a system, device, orcomponent of a UE (e.g., a vehicle, a user device, etc.) and/or otherdevice (e.g., a road side unit (RSU) or other device) that can include atelematics control unit (TCU), a network access device (NAD), a modem, asubscriber identity module (SIM), a transceiver (or individual receiverand/or transmitter), any combination thereof, and/or other system,device, or component configured to perform wireless communicationoperations.

As used herein, the terms “user equipment” (UE) and “base station” arenot intended to be specific or otherwise limited to any particular radioaccess technology (RAT), unless otherwise noted. In general, a UE may beany wireless communication device (e.g., a mobile phone, router, tabletcomputer, laptop computer, tracking device, wearable device (e.g., smartwatch, glasses, an extended reality (XR) device such as a virtualreality (VR) headset, an augmented reality (AR) headset or glasses, or amixed reality (MR) headset, etc.), vehicle (e.g., automobile,motorcycle, bicycle, etc.), Internet of Things (IoT) device, etc.) usedby a user to communicate over a wireless communications network. A UEmay be mobile or may (e.g., at certain times) be stationary, and maycommunicate with a radio access network (RAN). As used herein, the term“UE” may be referred to interchangeably as an “access terminal” or “AT,”a “user device,” a “user terminal” or UT, a “client device,” a “wirelessdevice,” a “subscriber device,” a “subscriber terminal,” a “subscriberstation,” a “mobile device,” a “mobile terminal,” a “mobile station,” orvariations thereof. Generally, UEs can communicate with a core networkvia a RAN, and through the core network the UEs can be connected withexternal networks such as the Internet and with other UEs. UEs can alsocommunicate with other UEs and/or other devices as described herein. Insome cases, other mechanisms of connecting to the core network, theInternet, and other UEs are also possible for the UEs, such as overwired access networks, wireless local area network (WLAN) networks(e.g., based on IEEE 802.11, based on ultra-wideband (UWB), etc.), andso on.

A base station may operate according to one of several RATs incommunication with UEs, RSUs, and/or other devices, depending on thenetwork in which it is deployed. In some cases, a base station may bealternatively referred to as an access point (AP), a network node, aNodeB, an evolved NodeB (eNB), a next generation eNB (ng-eNB), a NewRadio (NR) Node B (also referred to as a gNB or gNodeB), etc. A basestation may be used primarily to support wireless access by UEs,including supporting data, voice, and/or signaling connections for thesupported UEs. In some systems a base station may provide purely edgenode signaling functions while in other systems it may provideadditional control and/or network management functions. A communicationlink through which UEs can send signals to a base station is called anuplink (UL) channel (e.g., a reverse traffic channel, a reverse controlchannel, an access channel, etc.). A communication link through whichthe base station can send signals to UEs is called a downlink (DL) orforward link channel (e.g., a paging channel, a control channel, abroadcast channel, a forward traffic channel, etc.). As used herein theterm traffic channel (TCH) can refer to either an uplink/reverse ordownlink/forward traffic channel.

The term “base station” may refer to a single physicaltransmission-reception point (TRP) or to multiple physical TRPs that mayor may not be co-located. For example, where the term “base station”refers to a single physical TRP, the physical TRP may be an antenna ofthe base station corresponding to a cell (or several cell sectors) ofthe base station. Where the term “base station” refers to multipleco-located physical TRPs, the physical TRPs may be an array of antennas(e.g., as in a multiple-input multiple-output (MIMO) system or where thebase station employs beamforming) of the base station. Where the term“base station” refers to multiple non-co-located physical TRPs, thephysical TRPs may be a distributed antenna system (DAS) (a network ofspatially separated antennas connected to a common source via atransport medium) or a remote radio head (RRH) (a remote base stationconnected to a serving base station). Alternatively, the non-co-locatedphysical TRPs may be the serving base station receiving the measurementreport from the UE and a neighbor base station whose reference RFsignals (or simply “reference signals”) the UE is measuring. Because aTRP is the point from which a base station transmits and receiveswireless signals, as used herein, references to transmission from orreception at a base station are to be understood as referring to aparticular TRP of the base station.

In some implementations that support positioning of UEs, a base stationmay not support wireless access by UEs (e.g., may not support data,voice, and/or signaling connections for UEs), but may instead transmitreference signals to UEs to be measured by the UEs, and/or may receiveand measure signals transmitted by the UEs. Such a base station may bereferred to as a positioning beacon (e.g., when transmitting signals toUEs) and/or as a location measurement unit (e.g., when receiving andmeasuring signals from UEs).

A road side unit (RSU) is a device that can transmit and receivemessages over a communications link or interface (e.g., a cellular-basedsidelink or PC5 interface, an 802.11 or WiFi™ based Dedicated ShortRange Communication (DSRC) interface, and/or other interface) to andfrom one or more UEs, other RSUs, and/or base stations. An example ofmessages that can be transmitted and received by an RSU includesvehicle-to-everything (V2X) messages, which are described in more detailbelow. RSUs can be located on various transportation infrastructuresystems, including roads, bridges, parking lots, toll booths, and/orother infrastructure systems. In some examples, an RSU can facilitatecommunication between UEs (e.g., vehicles, pedestrian user devices,and/or other UEs) and the transportation infrastructure systems. In someimplementations, a RSU can be in communication with a server, basestation, and/or other system that can perform centralized managementfunctions.

An RSU can communicate with a communications system of a UE. Forexample, an intelligent transport system (ITS) of a UE (e.g., a vehicleand/or other UE) can be used to generate and sign messages fortransmission to an RSU and to validate messages received from an RSU. AnRSU can communicate (e.g., over a PC5 interface, DSRC interface, etc.)with vehicles traveling along a road, bridge, or other infrastructuresystem in order to obtain traffic-related data (e.g., time, speed,location, etc. of the vehicle). In some cases, in response to obtainingthe traffic-related data, the RSU can determine or estimate trafficcongestion information (e.g., a start of traffic congestion, an end oftraffic congestion, etc.), a travel time, and/or other information for aparticular location. In some examples, the RSU can communicate withother RSUs (e.g., over a PC5 interface, DSRC interface, etc.) in orderto determine the traffic-related data. The RSU can transmit theinformation (e.g., traffic congestion information, travel timeinformation, and/or other information) to other vehicles, pedestrianUEs, and/or other UEs. For example, the RSU can broadcast or otherwisetransmit the information to any UE (e.g., vehicle, pedestrian UE, etc.)that is in a coverage range of the RSU.

According to various aspects, FIG. 1 illustrates an example of awireless communications system 100. The wireless communications system100 (which may also be referred to as a wireless wide area network(WWAN)) may include various base stations 102 and various UEs 104. Thebase stations 102 may include macro cell base stations (high powercellular base stations) and/or small cell base stations (low powercellular base stations). In an aspect, the macro cell base station mayinclude eNBs and/or ng-eNBs where the wireless communications system 100corresponds to a 4G/LTE network, or gNBs where the wirelesscommunications system 100 corresponds to a 5G/NR network, or acombination of both, and the small cell base stations may includefemtocells, picocells, microcells, etc.

The base stations 102 may collectively form a RAN and interface with acore network 170 (e.g., an evolved packet core (EPC) or a 5G core (5GC))through backhaul links 122, and through the core network 170 to one ormore location servers 172 (which may be part of core network 170 or maybe external to core network 170). In addition to other functions, thebase stations 102 may perform functions that relate to one or more oftransferring user data, radio channel ciphering and deciphering,integrity protection, header compression, mobility control functions(e.g., handover, dual connectivity), inter-cell interferencecoordination, connection setup and release, load balancing, distributionfor non-access stratum (NAS) messages, NAS node selection,synchronization, RAN sharing, multimedia broadcast multicast service(MBMS), subscriber and equipment trace, RAN information management(RIM), paging, positioning, and delivery of warning messages. The basestations 102 may communicate with each other directly or indirectly(e.g., through the EPC/5GC) over backhaul links 134, which may be wiredand/or wireless.

The base stations 102 may wirelessly communicate with the UEs 104. Eachof the base stations 102 may provide communication coverage for arespective geographic coverage area 110. In an aspect, one or more cellsmay be supported by a base station 102 in each coverage area 110. A“cell” is a logical communication entity used for communication with abase station (e.g., over some frequency resource, referred to as acarrier frequency, component carrier, carrier, band, or the like), andmay be associated with an identifier (e.g., a physical cell identifier(PCI), a virtual cell identifier (VCI), a cell global identifier (CGI))for distinguishing cells operating via the same or a different carrierfrequency. In some cases, different cells may be configured according todifferent protocol types (e.g., machine-type communication (MTC),narrowband IoT (NB-IoT), enhanced mobile broadband (eMBB), or others)that may provide access for different types of UEs. Because a cell issupported by a specific base station, the term “cell” may refer toeither or both of the logical communication entity and the base stationthat supports it, depending on the context. In addition, because a TRPis typically the physical transmission point of a cell, the terms “cell”and “TRP” may be used interchangeably. In some cases, the term “cell”may also refer to a geographic coverage area of a base station (e.g., asector), insofar as a carrier frequency can be detected and used forcommunication within some portion of geographic coverage areas 110.

While neighboring macro cell base station 102 geographic coverage areas110 may partially overlap (e.g., in a handover region), some of thegeographic coverage areas 110 may be substantially overlapped by alarger geographic coverage area 110. For example, a small cell basestation 102′ may have a coverage area 110′ that substantially overlapswith the coverage area 110 of one or more macro cell base stations 102.A network that includes both small cell and macro cell base stations maybe known as a heterogeneous network. A heterogeneous network may alsoinclude home eNBs (HeNBs), which may provide service to a restrictedgroup known as a closed subscriber group (CSG).

The communication links 120 between the base stations 102 and the UEs104 may include uplink (also referred to as reverse link) transmissionsfrom a UE 104 to a base station 102 and/or downlink (also referred to asforward link) transmissions from a base station 102 to a UE 104. Thecommunication links 120 may use MIMO antenna technology, includingspatial multiplexing, beamforming, and/or transmit diversity. Thecommunication links 120 may be through one or more carrier frequencies.Allocation of carriers may be asymmetric with respect to downlink anduplink (e.g., more or less carriers may be allocated for downlink thanfor uplink).

The wireless communications system 100 may further include a wirelesslocal area network (WLAN) access point (AP) 150 in communication withWLAN stations (STAs) 152 via communication links 154 in an unlicensedfrequency spectrum (e.g., 5 GHz). When communicating in an unlicensedfrequency spectrum, the WLAN STAs 152 and/or the WLAN AP 150 may performa clear channel assessment (CCA) or listen before talk (LBT) procedureprior to communicating in order to determine whether the channel isavailable. In some examples, the wireless communications system 100 caninclude devices (e.g., UEs etc.) that communicate with one or more UEs104, base stations 102, APs 150, etc. utilizing the ultra-wideband (UWB)spectrum. The UWB spectrum can range from 3.1 to 10.5 GHz.

The small cell base station 102′ may operate in a licensed and/or anunlicensed frequency spectrum (e.g., utilizing LTE or NR technology anduse the same 5 GHz unlicensed frequency spectrum as used by the WLAN AP150). The wireless communications system 100 may further include amillimeter wave (mmW) base station 180 that may operate in mmWfrequencies and/or near mmW frequencies in communication with a UE 182.In some cases, mmW frequencies can be referred to as the FR2 band (e.g.,including a frequency range of 24250 MHz to 52600 MHz). In someexamples, the wireless communications system 100 can include one or morebase stations (referred to herein as “hybrid base stations”) thatoperate in both the mmW frequencies (and/or near mmW frequencies) and insub-6 GHz frequencies (referred to as the FR1 band, e.g., including afrequency range of 450 to 6000 MHz). In some examples, the mmW basestation 180, one or more hybrid base stations (not shown), and the UE182 may utilize beamforming (transmit and/or receive) over a mmWcommunication link 184 to compensate for the extremely high path lossand short range. The wireless communications system 100 may furtherinclude a UE 164 that may communicate with a macro cell base station 102over a communication link 120 and/or the mmW base station 180 over a mmWcommunication link 184.

In some examples, in order to operate on multiple carrier frequencies, abase station 102 and/or a UE 104 may be equipped with multiple receiversand/or transmitters. For example, a UE 104 may have two receivers,“Receiver 1” and “Receiver 2,” where “Receiver 1” is a multi-bandreceiver that can be tuned to band (i.e., carrier frequency) ‘X’ or band‘Y,’ and “Receiver 2” is a one-band receiver tuneable to band ‘Z’ only.

The wireless communications system 100 may further include one or moreUEs, such as UE 190, that connects indirectly to one or morecommunication networks via one or more device-to-device (D2D)peer-to-peer (P2P) links (referred to as “sidelinks”). In the example ofFIG. 1, UE 190 has a D2D P2P link 192 with one of the UEs 104 connectedto one of the base stations 102 (e.g., through which UE 190 mayindirectly obtain cellular connectivity) and a D2D P2P link 194 withWLAN STA 152 connected to the WLAN AP 150 (through which UE 190 mayindirectly obtain WLAN-based Internet connectivity). In an example, theD2D P2P links 192 and 194 may be supported with any well-known D2D RAT,such as LTE Direct (LTE-D), WiFi Direct (WiFi-D), Bluetooth®, UWB, andso on.

According to various aspects, FIG. 2A illustrates an example wirelessnetwork structure 200. For example, a 5GC 210 (also referred to as aNext Generation Core (NGC)) can be viewed functionally as control planefunctions 214 (e.g., UE registration, authentication, network access,gateway selection, etc.) and user plane functions 212, (e.g., UE gatewayfunction, access to data networks, IP routing, etc.) which operatecooperatively to form the core network. User plane interface (NG-U) 213and control plane interface (NG-C) 215 connect the gNB 222 to the 5GC210 and specifically to the control plane functions 214 and user planefunctions 212. In an additional configuration, an ng-eNB 224 may also beconnected to the 5GC 210 via NG-C 215 to the control plane functions 214and NG-U 213 to user plane functions 212. Further, ng-eNB 224 maydirectly communicate with gNB 222 via a backhaul connection 223. In someconfigurations, the New RAN 220 may only have one or more gNBs 222,while other configurations include one or more of both ng-eNBs 224 andgNBs 222. Either gNB 222 or ng-eNB 224 may communicate with UEs 204(e.g., any of the UEs depicted in FIG. 1).

Another optional aspect may include location server 230, which may be incommunication with the 5GC 210 to provide location assistance for UEs204. The location server 230 can be implemented as a plurality ofseparate servers (e.g., physically separate servers, different softwaremodules on a single server, different software modules spread acrossmultiple physical servers, etc.), or alternately may each correspond toa single server. The location server 230 can be configured to supportone or more location services for UEs 204 that can connect to thelocation server 230 via the core network, 5GC 210, and/or via theInternet (not illustrated). Further, the location server 230 may beintegrated into a component of the core network, or alternatively may beexternal to the core network. In some examples, the location server 230can be operated by a carrier or provider of the 5GC 210, a third party,an original equipment manufacturer (OEM), or other party. In some cases,multiple location servers can be provided, such as a location server forthe carrier, a location server for an OEM of a particular device, and/orother location servers. In such cases, location assistance data can bereceived from the location server of the carrier and other assistancedata can be received from the location server of the OEM.

According to various aspects, FIG. 2B illustrates another examplewireless network structure 250. For example, a 5GC 260 can be viewedfunctionally as control plane functions, provided by an access andmobility management function (AMF) 264, and user plane functions,provided by a user plane function (UPF) 262, which operate cooperativelyto form the core network (i.e., 5GC 260). User plane interface 263 andcontrol plane interface 265 connect the ng-eNB 224 to the 5GC 260 andspecifically to UPF 262 and AMF 264, respectively. In an additionalconfiguration, a gNB 222 may also be connected to the 5GC 260 viacontrol plane interface 265 to AMF 264 and user plane interface 263 toUPF 262. Further, ng-eNB 224 may directly communicate with gNB 222 viathe backhaul connection 223, with or without gNB direct connectivity tothe 5GC 260.

The functions of the AMF 264 may include registration management,connection management, reachability management, mobility management,lawful interception, transport for session management (SM) messagesbetween the UE 204 and a session management function (SMF) 266,transparent proxy services for routing SM messages, accessauthentication and access authorization, transport for short messageservice (SMS) messages between the UE 204 and the short message servicefunction (SMSF) (not shown), and security anchor functionality (SEAF).The AMF 264 may also interact with an authentication server function(AUSF) (not shown) and the UE 204.

In some examples, the AMF 264 can authenticate information of asubscriber identity module (SIM) of a UE. For instance, in the case ofauthentication based on a UMTS (universal mobile telecommunicationssystem) SIM (USIM), the AMF 264 retrieves the security material from theAUSF. As described in more detail below, one or more functionalities canbe transitioned from one UE (e.g., a vehicle) to another UE (e.g., auser device, such as a mobile device) or to another device (e.g., aroadside unit (RSU)) based on one or more characteristics or factors(e.g., temperature of a communication unit of the vehicle, humidity ofthe communication unit, an amount of light exposed to the communicationunit, an amount of ventilation for the communication unit, and/or othercharacteristics or factors). In one example, network accessfunctionality can be transitioned from a vehicle to a user device. Insuch an example, the AMF 264 may be used to authenticate SIM information(e.g., an encryption-decryption key of the subscriber or user) of theuser device SIM in order to allow the user device to access the networkprovided by the 5GC 260. In some cases, the AMF 264 can authenticate theSIM information using the AUSF.

The functions of the AMF 264 may also include security contextmanagement (SCM). The SCM receives a key from the SEAF that it uses toderive access-network specific keys. The functionality of the AMF 264also includes location services management for regulatory services,transport for location services messages between the UE 204 and alocation management function (LMF) 270 (which acts as a location server230), transport for location services messages between the New RAN 220and the LMF 270, evolved packet system (EPS) bearer identifierallocation for interworking with the EPS, and UE 204 mobility eventnotification. In addition, the AMF 264 also supports functionalities fornon-3GPP access networks.

The functions of the SMF 266 may include session management, UE Internetprotocol (IP) address allocation and management, selection and controlof user plane functions, configuration of traffic steering at the UPF262 to route traffic to the proper destination, control of part ofpolicy enforcement and QoS, and downlink data notification. Theinterface over which the SMF 266 communicates with the AMF 264 isreferred to as the N11 interface.

As described above, wireless communications systems supportcommunication among multiple UEs. In various examples, wirelesscommunications systems can be configured to support device-to-device(D2D) communication (as noted above) and/or vehicle-to-everything (V2X)communication. V2X can also be referred to as Cellular V2X (C-V2X). V2Xcommunications can be performed using any radio access technology, suchas LTE, 5G, WLAN (e.g., 802.11 WiFi), or other communication protocol.In some examples, UEs can transmit and receive V2X messages to and fromother UEs, road side units (RSUs), and/or other devices over a directcommunications link or interface (e.g., a PC5 or sidelink interface, an802.11p DSRC interface, and/or other communications interface) and/orvia the network (e.g., an eNB, a WiFI AP, and/or other network entity).The communications can be performed using resources assigned by thenetwork (e.g., an eNB or other network device), resources pre-configuredfor V2X use, and/or using resources determined by the UEs (e.g., usingclear channel assessment (CCA) with respect to resources of an 802.11network).

V2X communications can include communications between vehicles (e.g.,vehicle-to-vehicle (V2V)), communications between vehicles andinfrastructure (e.g., vehicle-to-infrastructure (V2I)), communicationsbetween vehicles and pedestrians (e.g., vehicle-to-pedestrian (V2P)),and/or communications between vehicles and network severs(vehicle-to-network (V2N)). For V2V, V2P, and V2I communications, datapackets may be sent directly (e.g., using a PC5 interface, using an802.11 DSRC interface, etc.) between vehicles without going through thenetwork, eNB, or gNB. V2X-enabled vehicles, for instance, can use ashort-range direct-communication mode that provides 360° nonline-of-sight (NLOS) awareness, complementing onboard line-of-sight(LOS) sensors, such as cameras, radio detection and ranging (RADAR),Light Detection and Ranging (LIDAR), among other sensors. Thecombination of wireless technology and onboard sensors enables V2Xvehicles to visually observe, hear, and/or anticipate potential drivinghazards (e.g., at blind intersections, in poor weather conditions,and/or in other scenarios). V2X vehicles can also understand alerts ornotifications from other V2X-enabled vehicles (based on V2Vcommunications), from infrastructure systems (based on V2Icommunications), and from user devices (based on V2P communications).Infrastructure systems can include roads, stop lights, road signs,bridges, toll booths, and/or other infrastructure systems that cancommunicate with vehicles using V2I messaging.

In some cases, V2X communication may utilize multiple operational modes.LTE sidelink (e.g., for D2D communications) introduced by 3GPP inRelease 12 includes two modes of operation, referred to as mode 1 andmode 2. Both mode 1 and mode 2 were designed with an objective ofprolonging the battery lifetime of mobile devices at the cost ofincreasing latency. Depending on the desired implementation, sidelinkcommunications can be performed according to 3GPP communicationprotocols sidelink (e.g., using a PC5 sidelink interface according toLTE, 5G, etc.), Wi-Fi direct communication protocols (e.g., DSRCprotocol), or using any other device-to-device communication protocol.In some examples, sidelink communication can be performed using one ormore Unlicensed National Information Infrastructure (U-NII) bands. Forinstance, sidelink communications can be performed in bandscorresponding to the U-NII-4 band (5.850-5.925 GHz), the U-NII-5 band(5.925-6.425 GHz), the U-NII-6 band (6.425-6.525 GHz), the U-NII-7 band(6.525-6.875 GHz), the U-NII-8 band (6.875-7.125 GHz), or any otherfrequency band that may be suitable for performing sidelinkcommunications. However, in some aspects, connect vehicles may benefitfrom highly reliable and low-latency V2X communications, and thus modes1 and 2 may not be suitable for such applications.

Connected vehicles benefit from highly reliable and low-latency V2Xcommunications. In some cases, modes 1 and 2 may not be suitable forsuch applications. Two additional communication modes (modes 3 and 4)were designed for V2V communications and introduced by 3GPP in Release14. In mode 3, the cellular network (e.g., an eNB, gNB, or other networkentity) selects and manages the radio resources used by vehicles forperforming direct V2X communications. In mode 4, vehicles autonomouslyselect the radio resources for direct V2X communications. Mode 4 canoperate without cellular coverage, and in some cases can be considered abaseline V2X mode based on the inability of safety applications todepend on the availability of cellular coverage. Mode 4 can include adistributed scheduling scheme for vehicles to select radio resources andcan include support for distributed congestion control.

FIG. 3 illustrates examples of different communication mechanisms usedby various UEs. In one example of sidelink communications, FIG. 3illustrates a vehicle 304, a vehicle 305, and a roadside unit (RSU) 303communicating with each other using PC5, DSRC, or other device to devicedirect signaling interfaces. In addition, the vehicle 304 and thevehicle 305 may communicate with a base station 302 (shown as BS 302)using a network (Uu) interface. The base station 302 can include a gNBin some examples. FIG. 3 also illustrates a user device 307communicating with the base station 302 using a network (Uu) interface.As described below, functionalities can be transferred from a vehicle(e.g., vehicle 304) to a user device (e.g., user device 307) based onone or more characteristics or factors (e.g., temperature, humidity,etc.). In one illustrative example, V2X functionality can betransitioned from the vehicle 304 to the user device 307, after whichthe user device 307 can communicate with other vehicles (e.g., vehicle305) over a PC5 interface (or other device to device direct interface,such as a DSRC interface), as shown in FIG. 3.

While FIG. 3 illustrates a particular number of vehicles (e.g., twovehicles 304 and 305) communicating with each other and/or with RSU 303,BS 302, and/or user device 307, the present disclosure is not limitedthereto. For instance (e.g., for purposes of describing exampleembodiments with reference to FIG. 10A-FIG. 13), tens or hundreds ofsuch vehicles may be communicating with one another and/or with RSU 303,BS 302, and/or user device 307. At any given point in time, each suchvehicle, RSU 303, BS 302, and/or user device 307 may transmit varioustypes of information as messages to other nearby vehicles resulting ineach vehicle (e.g., vehicles 304 and/or 305), RSU 303, BS 302, and/oruser device 307 receiving hundreds or thousands of messages from othernearby vehicles, RSUs, base stations, and/or other UEs per second.

While PC5 interfaces are shown in FIG. 3, the various UEs (e.g.,vehicles, user devices, etc.) and RSU(s) can communicate directly usingany suitable type of direct interface, such as an 802.11 DSRC interface,a Bluetooth™ interface, and/or other interface. For example, a vehiclecan communicate with a user device over a direct communicationsinterface (e.g., using PC5 and/or DSRC), a vehicle can communicate withanother vehicle over the direct communications interface, a user devicecan communicate with another user device over the direct communicationsinterface, a UE (e.g., a vehicle, user device, etc.) can communicatewith an RSU over the direct communications interface, an RSU cancommunicate with another RSU over the direct communications interface,and the like.

FIG. 4 is a block diagram illustrating an example a vehicle computingsystem 450 of a vehicle 404. The vehicle 404 is an example of a UE thatcan communicate with a network (e.g., an eNB, a gNB, a positioningbeacon, a location measurement unit, and/or other network entity) over aUu interface and with other UEs using V2X communications over a PC5interface (or other device to device direct interface, such as a DSRCinterface). As shown, the vehicle computing system 450 can include atleast a power management system 451, a control system 452, aninfotainment system 454, an intelligent transport system (ITS) 455, oneor more sensor systems 456, and a communications system 458. In somecases, the vehicle computing system 450 can include or can beimplemented using any type of processing device or system, such as oneor more central processing units (CPUs), digital signal processors(DSPs), application specific integrated circuits (ASICs), fieldprogrammable gate arrays (FPGAs), application processors (APs), graphicsprocessing units (GPUs), vision processing units (VPUs), Neural NetworkSignal Processors (NSPs), microcontrollers, dedicated hardware, anycombination thereof, and/or other processing device or system.

The control system 452 can be configured to control one or moreoperations of the vehicle 404, the power management system 451, thecomputing system 450, the infotainment system 454, the ITS 455, and/orone or more other systems of the vehicle 404 (e.g., a braking system, asteering system, a safety system other than the ITS 455, a cabin system,and/or other system). In some examples, the control system 452 caninclude one or more electronic control units (ECUs). An ECU can controlone or more of the electrical systems or subsystems in a vehicle.Examples of specific ECUs that can be included as part of the controlsystem 452 include an engine control module (ECM), a powertrain controlmodule (PCM), a transmission control module (TCM), a brake controlmodule (BCM), a central control module (CCM), a central timing module(CTM), among others. In some cases, the control system 452 can receivesensor signals from the one or more sensor systems 456 and cancommunicate with other systems of the vehicle computing system 450 tooperate the vehicle 404.

The vehicle computing system 450 also includes a power management system451. In some implementations, the power management system 451 caninclude a power management integrated circuit (PMIC), a standby battery,and/or other components. In some cases, other systems of the vehiclecomputing system 450 can include one or more PMICs, batteries, and/orother components. The power management system 451 can perform powermanagement functions for the vehicle 404, such as managing a powersupply for the computing system 450 and/or other parts of the vehicle.For example, the power management system 451 can provide a stable powersupply in view of power fluctuations, such as based on starting anengine of the vehicle. In another example, the power management system451 can perform thermal monitoring operations, such as by checkingambient and/or transistor junction temperatures. In another example, thepower management system 451 can perform certain functions based ondetecting a certain temperature level, such as causing a cooling system(e.g., one or more fans, an air conditioning system, etc.) to coolcertain components of the vehicle computing system 450 (e.g., thecontrol system 452, such as one or more ECUs), shutting down certainfunctionalities of the vehicle computing system 450 (e.g., limiting theinfotainment system 454, such as by shutting off one or more displays,disconnecting from a wireless network, etc.), among other functions.

The vehicle computing system 450 further includes a communicationssystem 458. The communications system 458 can include both software andhardware components for transmitting signals to and receiving signalsfrom a network (e.g., a gNB or other network entity over a Uu interface)and/or from other UEs (e.g., to another vehicle or UE over a PC5interface, WiFi interface (e.g., DSRC), Bluetooth™ interface, and/orother wireless and/or wired interface). For example, the communicationssystem 458 is configured to transmit and receive information wirelesslyover any suitable wireless network (e.g., a 3G network, 4G network, 5Gnetwork, WiFi network, Bluetooth^(TM) network, and/or other network).The communications system 458 includes various components or devicesused to perform the wireless communication functionalities, including anoriginal equipment manufacturer (OEM) subscriber identity module(referred to as a SIM or SIM card) 460, a user SIM 462, and a modem 464.While the vehicle computing system 450 is shown as having two SIMs andone modem, the computing system 450 can have any number of SIMs (e.g.,one SIM or more than two SIMs) and any number of modems (e.g., onemodem, two modems, or more than two modems) in some implementations.

A SIM is a device (e.g., an integrated circuit) that can securely storean international mobile subscriber identity (IMSI) number and a relatedkey (e.g., an encryption-decryption key) of a particular subscriber oruser. The IMSI and key can be used to identify and authenticate thesubscriber on a particular UE. The OEM SIM 460 can be used by thecommunications system 458 for establishing a wireless connection forvehicle-based operations, such as for conducting emergency-calling(eCall) functions, communicating with a communications system of thevehicle manufacturer (e.g., for software updates, etc.), among otheroperations. The OEM SIM 460 can be important for the OEM SIM to supportcritical services, such as eCall for making emergency calls in the eventof a car accident or other emergency. For instance, eCall can include aservice that automatically dials an emergency number (e.g., “9-1-1” inthe United States, “1-1-2” in Europe, etc.) in the event of a vehicleaccident and communicates a location of the vehicle to the emergencyservices, such as a police department, fire department, etc.

The user SIM 462 can be used by the communications system 458 forperforming wireless network access functions in order to support a userdata connection (e.g., for conducting phone calls, messaging,Infotainment related services, among others). In some cases, a userdevice of a user can connect with the vehicle computing system 450 overan interface (e.g., over PC5, Bluetooth™, WiFI™ (e.g., DSRC), auniversal serial bus (USB) port, and/or other wireless or wiredinterface). Once connected, the user device can transfer wirelessnetwork access functionality from the user device to communicationssystem 458 the vehicle, in which case the user device can ceaseperformance of the wireless network access functionality (e.g., duringthe period in which the communications system 458 is performing thewireless access functionality). The communications system 458 can begininteracting with a base station to perform one or more wirelesscommunication operations, such as facilitating a phone call,transmitting and/or receiving data (e.g., messaging, video, audio,etc.), among other operations. In such cases, other components of thevehicle computing system 450 can be used to output data received by thecommunications system 458. For example, the infotainment system 454(described below) can display video received by the communicationssystem 458 on one or more displays and/or can output audio received bythe communications system 458 using one or more speakers.

A modem is a device that modulates one or more carrier wave signals toencode digital information for transmission, and demodulates signals todecode the transmitted information. The modem 464 (and/or one or moreother modems of the communications system 458) can be used forcommunication of data for the OEM SIM 460 and/or the user SIM 462. Insome examples, the modem 464 can include a 4G (or LTE) modem and anothermodem (not shown) of the communications system 458 can include a 5G (orNR) modem. In some examples, the communications system 458 can includeone or more Bluetooth™ modems (e.g., for Bluetooth™ Low Energy (BLE) orother type of Bluetooth communications), one or more WiFi™ modems (e.g.,for DSRC communications and/or other WiFi communications), widebandmodems (e.g., an ultra-wideband (UWB) modem), any combination thereof,and/or other types of modems.

In some cases, the modem 464 (and/or one or more other modems of thecommunications system 458) can be used for performing V2X communications(e.g., with other vehicles for V2V communications, with other devicesfor D2D communications, with infrastructure systems for V2Icommunications, with pedestrian UEs for V2P communications, etc.). Insome examples, the communications system 458 can include a V2X modemused for performing V2X communications (e.g., sidelink communicationsover a PC5 interface or DSRC interface), in which case the V2X modem canbe separate from one or more modems used for wireless network accessfunctions (e.g., for network communications over a network/Uu interfaceand/or sidelink communications other than V2X communications).

In some examples, the communications system 458 can be or can include atelematics control unit (TCU). In some implementations, the TCU caninclude a network access device (NAD) (also referred to in some cases asa network control unit or NCU). The NAD can include the modem 464, anyother modem not shown in FIG. 4, the OEM SIM 460, the user SIM 462,and/or other components used for wireless communications. In someexamples, the communications system 458 can include a Global NavigationSatellite System (GNSS). In some cases, the GNSS can be part of the oneor more sensor systems 456, as described below. The GNSS can provide theability for the vehicle computing system 450 to perform one or morelocation services, navigation services, and/or other services that canutilize GNSS functionality.

In some cases, the communications system 458 can further include one ormore wireless interfaces (e.g., including one or more transceivers andone or more baseband processors for each wireless interface) fortransmitting and receiving wireless communications, one or more wiredinterfaces (e.g., a serial interface such as a universal serial bus(USB) input, a lightening connector, and/or other wired interface) forperforming communications over one or more hardwired connections, and/orother components that can allow the vehicle 404 to communicate with anetwork and/or other UEs.

The vehicle computing system 450 can also include an infotainment system454 that can control content and one or more output devices of thevehicle 404 that can be used to output the content. The infotainmentsystem 454 can also be referred to as an in-vehicle infotainment (IVI)system or an In-car entertainment (ICE) system. The content can includenavigation content, media content (e.g., video content, music or otheraudio content, and/or other media content), among other content. The oneor more output devices can include one or more graphical userinterfaces, one or more displays, one or more speakers, one or moreextended reality devices (e.g., a VR, AR, and/or MR headset), one ormore haptic feedback devices (e.g., one or more devices configured tovibrate a seat, steering wheel, and/or other part of the vehicle 404),and/or other output device.

In some examples, the computing system 450 can include the intelligenttransport system (ITS) 455. In some examples, the ITS 455 can be usedfor implementing V2X communications. For example, an ITS stack of theITS 455 can generate V2X messages based on information from anapplication layer of the ITS. In some cases, the application layer candetermine whether certain conditions have been met for generatingmessages for use by the ITS 455 and/or for generating messages that areto be sent to other vehicles (for V2V communications), to pedestrian UEs(for V2P communications), and/or to infrastructure systems (for V2Icommunications). In some cases, the communications system 458 and/or theITS 455 can obtain car access network (CAN) information (e.g., fromother components of the vehicle via a CAN bus). In some examples, thecommunications system 458 (e.g., a TCU NAD) can obtain the CANinformation via the CAN bus and can send the CAN information to aPHY/MAC layer of the ITS 455. The ITS 455 can provide the CANinformation to the ITS stack of the ITS 455. The CAN information caninclude vehicle related information, such as a heading of the vehicle,speed of the vehicle, breaking information, among other information. TheCAN information can be continuously or periodically (e.g., every 1millisecond (ms), every 10 ms, or the like) provided to the ITS 455.

The conditions used to determine whether to generate messages can bedetermined using the CAN information based on safety-relatedapplications and/or other applications, including applications relatedto road safety, traffic efficiency, infotainment, business, and/or otherapplications. In one illustrative example, the ITS 455 can perform lanechange assistance or negotiation. For instance, using the CANinformation, the ITS 455 can determine that a driver of the vehicle 404is attempting to change lanes from a current lane to an adjacent lane(e.g., based on a blinker being activated, based on the user veering orsteering into an adjacent lane, etc.). Based on determining the vehicle404 is attempting to change lanes, the ITS 455 can determine alane-change condition has been met that is associated with a message tobe sent to other vehicles that are nearby the vehicle in the adjacentlane. The ITS 455 can trigger the ITS stack to generate one or moremessages for transmission to the other vehicles, which can be used tonegotiate a lane change with the other vehicles. Other examples ofapplications include forward collision warning, automatic emergencybreaking, lane departure warning, pedestrian avoidance or protection(e.g., when a pedestrian is detected near the vehicle 404, such as basedon V2P communications with a UE of the user), traffic sign recognition,among others.

The ITS 455 can use any suitable protocol to generate messages (e.g.,V2X messages). Examples of protocols that can be used by the ITS 455include one or more Society of Automotive Engineering (SAE) standards,such as SAE J2735, SAE J2945, SAE J3161, and/or other standards, whichare hereby incorporated by reference in their entirety and for allpurposes.

A security layer of the ITS 455 can be used to securely sign messagesfrom the ITS stack that are sent to and verified by other UEs configuredfor V2X communications, such as other vehicles, pedestrian UEs, and/orinfrastructure systems. The security layer can also verify messagesreceived from such other UEs. In some implementations, the signing andverification processes can be based on a security context of thevehicle. In some examples, the security context may include one or moreencryption-decryption algorithms, a public and/or private key used togenerate a signature using an encryption-decryption algorithm, and/orother information. For example, each ITS message generated by the ITS455 can be signed by the security layer of the ITS 455. The signaturecan be derived using a public key and an encryption-decryptionalgorithm. A vehicle, pedestrian UE, and/or infrastructure systemreceiving a signed message can verify the signature to make sure themessage is from an authorized vehicle. In some examples, the one or moreencryption-decryption algorithms can include one or more symmetricencryption algorithms (e.g., advanced encryption standard (AES), dataencryption standard (DES), and/or other symmetric encryption algorithm),one or more asymmetric encryption algorithms using public and privatekeys (e.g., Rivest-Shamir-Adleman (RSA) and/or other asymmetricencryption algorithm), and/or other encryption-decryption algorithm.

In some examples, the ITS 455 can determine certain operations (e.g.,V2X-based operations) to perform based on messages received from otherUEs. The operations can include safety-related and/or other operations,such as operations for road safety, traffic efficiency, infotainment,business, and/or other applications. In some examples, the operationscan include causing the vehicle (e.g., the control system 452) toperform automatic functions, such as automatic breaking, automaticsteering (e.g., to maintain a heading in a particular lane), automaticlane change negotiation with other vehicles, among other automaticfunctions. In one illustrative example, a message can be received by thecommunications system 458 from another vehicle (e.g., over a PC5interface, a DSRC interface, or other device to device direct interface)indicating that the other vehicle is coming to a sudden stop. Inresponse to receiving the message, the ITS stack can generate a messageor instruction and can send the message or instruction to the controlsystem 452, which can cause the control system 452 to automaticallybreak the vehicle 404 so that it comes to a stop before making impactwith the other vehicle. In other illustrative examples, the operationscan include triggering display of a message alerting a driver thatanother vehicle is in the lane next to the vehicle, a message alertingthe driver to stop the vehicle, a message alerting the driver that apedestrian is in an upcoming cross-walk, a message alerting the driverthat a toll booth is within a certain distance (e.g., within 1 mile) ofthe vehicle, among others.

In some examples, the ITS 455 can receive a large number of messagesfrom the other UEs (e.g., vehicles, RSUs, etc.), in which case the ITS455 will authenticate (e.g., decode and decrypt) each of the messagesand/or determine which operations to perform. Such a large number ofmessages can lead to a large computational load for the vehiclecomputing system 450. In some cases, the large computational load cancause a temperature of the computing system 450 to increase. Risingtemperatures of the components of the computing system 450 can adverselyaffect the ability of the computing system 450 to process the largenumber of incoming messages. As described in more detail below, one ormore functionalities can be transitioned from the vehicle 404 to anotherdevice (e.g., a user device, a RSU, etc.) based on a temperature of thevehicle computing system 450 (or component thereof) exceeding orapproaching one or more thermal levels. Transitioning the one or morefunctionalities can reduce the computational load on the vehicle 404,helping to reduce the temperature of the components. As furtherdescribed in more detail below, a thermal load balancer can be providedthat enable the vehicle computing system 450 to perform thermal basedload balancing to control a processing load depending on the temperatureof the computing system 450 and processing capacity of the vehiclecomputing system 450.

The computing system 450 further includes one or more sensor systems 456(e.g., a first sensor system through an Nth sensor system, where N is avalue equal to or greater than 0). When including multiple sensorsystems, the sensor system(s) 456 can include different types of sensorsystems that can be arranged on or in different parts the vehicle 404.The sensor system(s) 456 can include one or more camera sensor systems,Light Detection and Ranging (LIDAR) sensor systems, radio detection andranging (RADAR) sensor systems, Electromagnetic Detection and Ranging(EmDAR) sensor systems, Sound Navigation and Ranging (SONAR) sensorsystems, Sound Detection and Ranging (SODAR) sensor systems, GlobalNavigation Satellite System (GNSS) receiver systems (e.g., one or moreGlobal Positioning System (GPS) receiver systems), accelerometers,gyroscopes, inertial measurement units (IMUs), infrared sensor systems,laser rangefinder systems, ultrasonic sensor systems, infrasonic sensorsystems, microphones, any combination thereof, and/or other sensorsystems. It should be understood that any number of sensors or sensorsystems can be included as part of the computing system 450 of thevehicle 404.

While the vehicle computing system 450 is shown to include certaincomponents and/or systems, one of ordinary skill will appreciate thatthe vehicle computing system 450 can include more or fewer componentsthan those shown in FIG. 4. For example, the vehicle computing system450 can also include one or more input devices and one or more outputdevices (not shown). In some implementations, the vehicle computingsystem 450 can also include (e.g., as part of or separate from thecontrol system 452, the infotainment system 454, the communicationssystem 458, and/or the sensor system(s) 456) at least one processor andat least one memory having computer-executable instructions that areexecuted by the at least one processor. The at least one processor is incommunication with and/or electrically connected to (referred to asbeing “coupled to” or “communicatively coupled”) the at least onememory. The at least one processor can include, for example, one or moremicrocontrollers, one or more central processing units (CPUs), one ormore field programmable gate arrays (FPGAs), one or more graphicsprocessing units (GPUs), one or more application processors (e.g., forrunning or executing one or more software applications), and/or otherprocessors. The at least one memory can include, for example, read-onlymemory (ROM), random access memory (RAM) (e.g., static RAM (SRAM)),electrically erasable programmable read-only memory (EEPROM), flashmemory, one or more buffers, one or more databases, and/or other memory.The computer-executable instructions stored in or on the at least memorycan be executed to perform one or more of the functions or operationsdescribed herein.

FIG. 5 illustrates an example of a computing system 570 of a user device507. The user device 507 is an example of a UE that can be used by anend-user. For example, the user device 507 can include a mobile phone,router, tablet computer, laptop computer, tracking device, wearabledevice (e.g., a smart watch, glasses, an XR device, etc.), Internet ofThings (IoT) device, and/or other device used by a user to communicateover a wireless communications network. The computing system 570includes software and hardware components that can be electrically orcommunicatively coupled via a bus 589 (or may otherwise be incommunication, as appropriate). For example, the computing system 570includes one or more processors 584. The one or more processors 584 caninclude one or more CPUs, ASICs, FPGAs, APs, GPUs, VPUs, NSPs,microcontrollers, dedicated hardware, any combination thereof, and/orother processing device or system. The bus 589 can be used by the one ormore processors 584 to communicate between cores and/or with the one ormore memory devices 586.

The computing system 570 may also include one or more memory devices586, one or more digital signal processors (DSPs) 582, one or more SIMs574, one or more modems 576, one or more wireless transceivers 578, anantenna 587, one or more input devices 572 (e.g., a camera, a mouse, akeyboard, a touch sensitive screen, a touch pad, a keypad, a microphone,and/or the like), and one or more output devices 580 (e.g., a display, aspeaker, a printer, and/or the like).

The one or more wireless transceivers 578 can receive wireless signals(e.g., signal 588) via antenna 587 from one or more other devices, suchas other user devices, vehicles (e.g., vehicle 404 of FIG. 4 describedabove), network devices (e.g., base stations such as eNBs and/or gNBs,WiFI routers, etc.), cloud networks, and/or the like. In some examples,the computing system 570 can include multiple antennae. The wirelesssignal 588 may be transmitted via a wireless network. The wirelessnetwork may be any wireless network, such as a cellular ortelecommunications network (e.g., 3G, 4G, 5G, etc.), wireless local areanetwork (e.g., a WiFi network), a Bluetooth™ network, and/or othernetwork. In some examples, the one or more wireless transceivers 578 mayinclude an RF front end including one or more components, such as anamplifier, a mixer (also referred to as a signal multiplier) for signaldown conversion, a frequency synthesizer (also referred to as anoscillator) that provides signals to the mixer, a baseband filter, ananalog-to-digital converter (ADC), one or more power amplifiers, amongother components. The RF front-end can generally handle selection andconversion of the wireless signals 588 into a baseband or intermediatefrequency and can convert the RF signals to the digital domain.

In some cases, the computing system 570 can include a coding-decodingdevice (or CODEC) configured to encode and/or decode data transmittedand/or received using the one or more wireless transceivers 578. In somecases, the computing system 570 can include an encryption-decryptiondevice or component configured to encrypt and/or decrypt data (e.g.,according to the AES and/or DES standard) transmitted and/or received bythe one or more wireless transceivers 578.

The one or more SIMs 574 can each securely store an IMSI number andrelated key assigned to the user of the user device 507. As noted above,the IMSI and key can be used to identify and authenticate the subscriberwhen accessing a network provided by a network service provider oroperator associated with the one or more SIMs 574. The one or moremodems 576 can modulate one or more signals to encode information fortransmission using the one or more wireless transceivers 578. The one ormore modems 576 can also demodulate signals received by the one or morewireless transceivers 578 in order to decode the transmittedinformation. In some examples, the one or more modems 576 can include a4G (or LTE) modem, a 5G (or NR) modem, a modem configured for V2Xcommunications, and/or other types of modems. The one or more modems 576and the one or more wireless transceivers 578 can be used forcommunicating data for the one or more SIMs 574.

The computing system 570 can also include (and/or be in communicationwith) one or more non-transitory machine-readable storage media orstorage devices (e.g., one or more memory devices 586), which caninclude, without limitation, local and/or network accessible storage, adisk drive, a drive array, an optical storage device, a solid-statestorage device such as a RAM and/or a ROM, which can be programmable,flash-updateable and/or the like. Such storage devices may be configuredto implement any appropriate data storage, including without limitation,various file systems, database structures, and/or the like.

In various embodiments, functions may be stored as one or morecomputer-program products (e.g., instructions or code) in memorydevice(s) 586 and executed by the one or more processor(s) 584 and/orthe one or more DSPs 582. The computing system 570 can also includesoftware elements (e.g., located within the one or more memory devices586), including, for example, an operating system, device drivers,executable libraries, and/or other code, such as one or more applicationprograms, which may comprise computer programs implementing thefunctions provided by various embodiments, and/or may be designed toimplement methods and/or configure systems, as described herein.

In some implementations, a UE can be configured for Dual SIM Dual Active(DSDA) functionality. For instance, the vehicle 404, the user device507, and/or other UEs can be equipped with DSDA functionality. A UE withDSDA functionality can be equipped with at least two SIMs. In oneillustrative example, a vehicle and user device (e.g., mobile device)with DSDA functionality can enable the vehicle and a user (e.g., driver,passenger, etc.) of the vehicle and the user device to chooseindependent network operator (or provider) subscriptions, with eachoperator subscription being associated with a particular SIM. Forinstance, the vehicle can use a first operator (e.g., Verizon™) forwireless communication access and the user device can use a secondoperator (e.g., ATT™) for wireless communication access.

In some cases, DSDA functionality can support at least two active SIMsfor a vehicle, including an OEM SIM and a user SIM, such as thosedescribed above with respect to the vehicle computing system 450 of FIG.4. As noted above, the OEM SIM and/or the user SIM can be used alongwith one or more modems (e.g., the modem 464 and/or other modem of thecommunications system 458 shown in FIG. 4). In some implementations, theOEM SIM, the user SIM, and the modem(s) of the vehicle can be part of aTCU of the vehicle or can be part of a NAD of the TCU (e.g., as part ofthe communications system 458 of FIG. 4). As described above, the OEMSIM can store information that provides access for performing wirelesscommunications for vehicle-based operations (e.g., for eCall functions,for communicating with the vehicle manufacturer such as for softwareupdates etc., among other operations). The OEM SIM supports variouscritical services for the vehicle, including eCall for making emergencycalls. The user SIM is used for performing wireless network access for aUE of a user in order to support a user data connection, such as forfacilitating phone calls, messaging, infotainment related services,among others.

DSDA can allow the user SIM and a modem of the vehicle to be used forwireless network access (e.g., for a cellular connection) in place of aSIM and/or modem of a UE. For example, upon being brought into acommunication range of the vehicle, a user device (e.g., a mobiledevice) can connect with the vehicle over an interface (e.g., overBluetooth™, WiFI™, USB port, lightning port, and/or other wireless orwired interface). Once connected, a communication unit of the userdevice can transfer the wireless network access functionality from theuser device to a communication unit of the vehicle. The communicationunit of the vehicle can then begin interacting with a base station toperform one or more wireless communication operations, such asfacilitating a phone call, transmitting and/or receiving data (e.g.,messaging, video, audio, etc.), among other operations. As noted above,a “communication unit” of a device (e.g., a vehicle, user device, otherUE, RSU, etc.) can be a TCU, a NAD, a modem, a SIM, a transceiver (orindividual receiver and/or transmitter), any combination thereof, and/orother system, device, or component configured to perform wirelesscommunication operations. In one illustrative example, a user SIM (e.g.,information stored on the SIM and/or the actual SIM card) of a userdevice (e.g., a mobile device) can be transferred to a TCU NAD of avehicle, after which a modem of the vehicle can use the user SIMinformation to communicate with a wireless network operator for theuser. In some examples, the user device can cease communication with thewireless network of the network operator while the TCU NAD of thevehicle communicates with the wireless network of the network operator.

DSDA provides various benefits for a user of a vehicle and user device.For example, the vehicle may include a higher quality antenna (e.g.,providing better signal and coverage) as compared to one or moreantennae of the user device (e.g., mobile device) used by the user. Insuch an example, DSDA allows the user to utilize the higher qualityantenna installed on the vehicle to obtain data, voice, and/or othercommunications. In another example, the car infotainment system (e.g.,the infotainment system 454, including displays, speakers, and otherdevices) can be used to output information obtained by the user deviceand/or the vehicle. Further, power from the vehicle can be used to powerthe user device (e.g., to charge a battery of the device) and/or toreduce the power usage of the user device.

In some cases, automotive standards and/or automotive OEMs may requirethat automotive-grade electronics are able to withstand hightemperatures (e.g., up to 120° Celsius (C.) or higher in some cases),including ambient temperature and circuit component temperatures (e.g.,transistor junction temperatures, also referred to as junctiontemperatures). However, at extreme temperatures, vehicle communicationunits (e.g., wireless modems, TCUs, NADs, etc.) may have limitedfunctionalities. For instance, in the event an automotive wireless modemreaches an extreme ambient and/or junction temperature (e.g., reaches95° C., 100° C., 105° C., 110° C., 115° C., 120° C., or other hightemperature), the modem may need to prioritize certain functions (e.g.,emergency services, such as eCall) so that the modem can continueperforming those functions without interruption. Continuing to performfunctions that are less of a priority (e.g., V2X functions and/or userSIM related services, such as wireless access functions) can impact theperformance of the higher priority functions by a vehicle communicationunit. For example, by continuing to perform the functions that are lessof a priority, a vehicle communication unit may not be able to performthe higher priority functions due to extreme temperatures preventingperformance all of the functions. In such cases, the modem candeprioritize certain lower-priority functions, such as wireless accessfunctions for the user device (e.g., using the user SIM and modem), V2Xfunctions, among others. In one example, a vehicle communication unitcan stop performing wireless network access functions and/or V2Xfunctions (e.g., performed using the user SIM), and can continueperforming emergency services such as eCall.

Problems can arise when a vehicle communication unit stops performingcertain functions based on reaching a particular temperature. Forinstance, as noted above, a vehicle can deprioritize services orfunctions related to the user SIM (e.g., wireless network accessfunctions) and can shut down the deprioritized services or functions infavor of other services (e.g., V2X functions, emergency services, etc.).In some cases, a vehicle may shut down these services without outputtingany notification to the user and/or without transferring the servicesfrom a communication unit of the vehicle to a communication unit of theuser device. Such a scenario can result in an abrupt termination of theservices associated with the user SIM and can provide a loss of context(e.g., V2X context and/or eCall context), which can be needed tocontinue performing the services or functions.

As noted above, systems and techniques are described herein forperforming thermal mitigation enhancement for one or more devices (e.g.,one or more UEs). In some cases, the systems and techniques can beimplemented by a UE, such as the vehicle 404 shown in FIG. 4. Thesystems and techniques can reference one or more temperature thresholds(or thermal levels) and/or temperature changes in order to determinewhether to transition different functionalities from one or morecommunication units of a vehicle to one or more communication units of auser device. Examples provided herein describe transitioning servicesbetween a communication unit of a vehicle and a communication unit ofuser device for illustrative purposes. One of ordinary skill willunderstand that the systems and techniques described herein can be usedto transition various functionalities between other types of devices(e.g., UEs, a road side units (RSUs), etc.) based on temperaturethresholds. For instance, in some implementations, a vehicle cantransition functionalities to an RSU, to another vehicle, and/or toother devices. It will also be understood that temperatures of multiplecommunication units of the vehicle (or other UE) can be monitored, andthat functionalities of the various communication units can be reducedand/or transferred to and/or from one or more communication units of theuser device (or other UE). In some cases, one or more othercharacteristics or factors can be monitored in addition to or as analternative to temperature, including humidity of a communication unit,an amount of light exposed to a communication unit, an amount ofventilation for a communication unit, and/or other characteristics orfactors.

A vehicle may experience high temperatures in various scenarios, such aswhen processing a large number of messages (e.g., V2X messages), whenbeing operated for long periods of time (e.g., hours, days, etc.), whendriving on a hot and/or sunny day, in the event of an accident (e.g., acar crash), and/or in other scenarios. For instance, an automotive NAD(e.g., included as part of the communications system 458) can experiencehigh temperatures when a vehicle is processing a large number ofmessages, is in a hot environment, and/or is operating for a long periodof time. While the vehicle may be experiencing high temperatures, theuser device may be in a less harsh environment (e.g., inside of thevehicle) as compared to that of the vehicle, and thus can continue toperform certain operations or functions that the vehicle maydeprioritize when experiencing high temperatures.

The vehicle can include a thermal mitigation system that can monitor(e.g., periodically or continuously) one or more temperatures of acommunication unit of the vehicle and/or a load of the communicationunit of the vehicle. The communication unit of the vehicle can includethe communications system 458 (which can include a TCU or TCU NAD asnoted above), the user SIM 462, the OEM SIM 460, the modem 464, anyother modem and/or SIM of the communications system 458 shown in, and/orother components. The thermal mitigation system can be part of or can bein communication with the power management system 451, thecommunications system 458, the control system 452, the infotainmentsystem 454, and/or other system of the vehicle computing system 450.

The one or more temperatures can include an ambient temperature of thecommunication unit, circuit component temperatures (e.g., junctiontemperatures) of components of the communication unit, and/or othertemperatures. For example, the thermal mitigation system can monitor(e.g., by periodically and/or continuously checking) the ambienttemperature of the communication unit and the junction temperature ofcomponents (e.g., transistors and/or other circuits) of thecommunication unit. In some cases, one or more temperature sensors(e.g., thermistors) can be provided at various locations on the vehicle.For instance, referring to FIG. 4, a temperature sensor can be includedas part of or can be communicatively coupled to the vehicle computingsystem 450, a temperature sensor can be included as part of or can becommunicatively coupled to the communications system 458, and/orincluded as part of or communicatively coupled to other components ofthe vehicle 404. In some examples, multiple temperature sensors can beused to measure the temperature (e.g., ambient and/or junctiontemperatures) of the vehicle 404.

The load monitored by the thermal mitigation system can include anamount of cellular data being transmitted and/or received by a modem ofthe vehicle (e.g., the modem 464 and/or other modem of thecommunications system 458 of FIG. 4), an amount of V2X sidelinkcommunications being transmitted and/or received by the communicationssystem 458 (e.g., transmitting and/or receiving five messages per secondversus 2500 messages per second), an amount of compute resources beingused by the communication unit of the vehicle, and/or based on otherfactors. As described below, the load can be used for flow control(e.g., to determine whether to reduce or stop certain operations thatare performed by the communication unit of the vehicle).

The thermal mitigation system can detect whether the communication unitof the vehicle has reached one or more temperature thresholds, whether aparticular change in temperature over a period of time has occurred(e.g., an increase of ten degrees Celsius has occurred within a timeperiod of an hour), and/or other whether other temperature basedconditions have occurred. In response to detecting that thecommunication unit of the vehicle has reached a given temperaturethreshold and/or a particular temperature change has occurred, thevehicle can reduce one or more functionalities and/or can transition theone or more functionalities from the communication unit of the vehicleto a communication unit of the user device. As noted above, thecommunication unit of the vehicle can include the communications system458 (e.g., a TCU or TCU NAD), the OEM SIM 460, the user SIM 462, themodem 464, any other modem of the communications system 458 of FIG. 4,and/or other component or device. The communication unit of the userdevice can include the SIM 574, the modem 576, the wireless transceiver578, and/or other component or device.

In some examples, prior to or when transitioning the one or morefunctionalities from the communication unit of the vehicle to thecommunication unit of the user device, the vehicle (e.g., thecommunications system 458, the infotainment system 454, and/or othercomponent of the vehicle computing system 450) can output a notificationindicating to the user that the communication unit is experiencing ahigh temperature (e.g., 95° C., 100° C., 105° C., 115° C., etc.) andthat one or more communication functions or services may need to betransitioned from the vehicle communication unit to the user devicecommunication unit. In one example, the communications system 458 cancause the infotainment system 454 to display the notification as avisual message and/or to output the notification as an audio message. Inaddition or as an alternative to displaying and/or outputting an audiomessage, haptic feedback can be output to the user (e.g., by vibratingone or more seats in the vehicle, a steering wheel of the vehicle, otherpart of the vehicle). In another example, a message can be sent by thecommunication system (e.g., communications system 458) of the vehicle tothe user device, and the message with the notification can be displayed,output as an audio message, and/or output as haptic feedback (e.g., as avibration) by the user device. In some examples, a displayed message ora displayed graphical element (e.g., a virtual button or icon)associated with a message can be selectable by the user to indicatewhether the user agrees to transition a particular functionality (e.g.,wireless network access functionality, V2X functionality, emergencyservices functionality such as eCall, etc.) from the vehicle to the userdevice. The option can be selected by the user based on touch inputprovided using a touch sensitive screen, voice input provided using amicrophone, input based on gesture recognition, based on a physical ormechanical control mechanism of the vehicle (e.g., as part of theinfotainment system 454), and/or using another type of input. The usercan provide input (e.g., by selecting a displayed option) indicating theuser accepts transfer of the one or more functionalities. Upon receivingthe input, the vehicle computing system (e.g., the vehicle computingsystem 450) can cause the one or more functionalities to be transitionedfrom the communication unit of the vehicle to the communication unit ofthe user device.

As indicated above, the functionalities that can be reduced and/ortransferred from the vehicle to the user device can include one or morewireless network access functions (e.g., connecting to a wirelessnetwork, such as a 4G network, 5G network, etc.), one or more V2Xfunctions, one or more emergency functions (e.g., eCall services), anycombination thereof, and/or other functions. For instance, in responseto detecting that the vehicle (e.g., a communication unit of thevehicle) has reached a given temperature threshold or a temperaturechange has occurred within a time period, the vehicle can transitionnetwork access functionality from the communication unit of the vehicle(e.g., the communications system 458, the user SIM 462, the OEM SIM 460,and/or the modem 464) to a communication unit of the user device (e.g.,the SIM 574, the modem 576, and/or the wireless transceiver 578). In oneillustrative example, the network access functionality can betransitioned from the user SIM 462 of the vehicle to the SIM 574 of theuser device. In some cases, the communication unit of the vehicle cantransmit or send an instruction to the communication unit of the userdevice to begin performing wireless network access functionality. Inresponse to receiving the instruction, the communication unit of theuser device can begin performing the wireless access functionality. Insome cases, an infotainment system of the vehicle (e.g., infotainmentsystem 454) can continue to output content after the network accessfunctionality is transitioned from the communication unit of the vehicleto the communication unit of the user device.

In other examples, the V2X functionality of the vehicle can be reducedand/or transitioned to the user device, one or more emergency functions(e.g., eCall services) can be transitioned to the user device, and/orother operations can be performed based on different temperaturethresholds and/or temperature changes being reached. An example of athermal mitigation framework is described below with respect to FIG. 6.

In some cases, a temperature associated with one communication unit ofthe vehicle can be used as a trigger to determine when to reduce and/ortransfer functionality of another communication unit from the vehicle tothe user device. For instance, a temperature of a TCU can be used todetermine when to transfer the functionality of a modem of the vehicleto a modem of the user device.

FIG. 6 is a diagram illustrating an example of a thermal mitigationframework 600 that a computing system of a vehicle (e.g., the vehiclecomputing system 450 of FIG. 4) can use to determine when to performcertain levels of mitigation. The thermal mitigation framework 600 willbe described with respect to a communication unit of the vehicle and acommunication unit of a user device (e.g., a mobile device, a tabletdevice, a wearable device, an XR device, and/or other device). However,in some cases, the temperatures of one or more multiple communicationunits can be monitored, and functions performed by the one or multiplecommunication units can be transitioned to one or multiple communicationunits of the user device. As noted above, a communication unit of avehicle can include the communications system 458 (e.g., a TCU or TCUNAD) as a whole or can include the modem 464, the user SIM 462, and/orthe OEM SIM 460. As also noted above, the communication unit of the userdevice can include the SIM 574, the modem 576, and/or the wirelesstransceiver 578.

When the vehicle is powered on and the user device is withincommunication range of the vehicle, the user device can connect with thevehicle over an interface (e.g., over a WiFi™ DSRC interface, aBluetooth™ interface, over a 3GPP sidelink PC5 interface, USB port,lightning port, and/or other wireless or wired interface). Once asuccessful connection is established, the user device can send a requestto the vehicle requesting that the vehicle perform a particularfunction, such as wireless network access functionality for the userdevice. The vehicle can accept the request, such as based on recognizingand/or authenticating the user device. The communication unit of theuser device can transfer the wireless network access functionality fromthe communication unit of the user device to the communication unit ofthe vehicle. The communication unit of the vehicle can then beginperforming wireless network access functionality to provide wirelessnetwork access for the user device, allowing the user to take advantageof the user SIM (e.g., user SIM 462), the modem (e.g., modem 464 and/orother modem of the communications system 458 of FIG. 4), and/or theantenna of the vehicle. The communication unit of the vehicle canperform various operations for the user device, such as facilitatingphone calls, transmitting and/or receiving data (e.g., messaging, video,audio, etc.), among other operations.

As shown in FIG. 6, different thermal levels are associated withdifferent mitigation levels. Each mitigation level includestransitioning (to the user device) and/or modifying one or morefunctionalities of the computing system of the vehicle (e.g., thevehicle computing system 450 of FIG. 4). The thermal mitigationframework 600 shown in FIG. 6 provide illustrative examples of variousthermal levels that can be used as temperature thresholds to determinewhen to perform certain mitigation levels. One of ordinary skill willunderstand that other mitigation techniques can be performed based onthermal levels other than those shown in FIG. 6.

As shown, when the communication unit of the vehicle is operating withina normal operating thermal range 612, the communication unit can performvarious functions without reducing any functions and/or transferring anyfunctions to the user device. In some cases, the vehicle can reduceand/or transition certain functions even when in the normal operatingthermal range 612. In one illustrative example, the normal operatingthermal range 612 can include a range of temperatures from 0° C. to 95°C. Any other suitable range can be used as the normal operating thermalrange 612. The functions performed during the normal operating thermalrange 612 can include eCall and/or other emergency services, V2Xfunctions, wireless network access functionality, among others.

A first temperature threshold is shown as thermal level 614, a secondtemperature threshold is shown as thermal level 616, and a thirdtemperature threshold is shown as thermal level 618. The thermal level618 is higher than the thermal level 616, and the thermal level 616 ishigher than the thermal level 614. In one illustrative example, thethermal level 614 can include a temperature of 95° C., the thermal level614 can include a temperature of 105° C., and the thermal level 614 caninclude a temperature of 115° C. Any other values for the thermal levels614-618 can be used.

The thermal mitigation system can detect whether the communication unitof the vehicle has reached one or more of the temperature thresholdsassociated with thermal levels 614, 616, and 618. For example, thethermal mitigation system can determine that a temperature (e.g., anambient temperature and/or a junction temperature) of the communicationunit of the vehicle has reached thermal level 614 and thus that thetemperature is greater than or equal to the first temperature threshold.In response to the temperature being greater than or equal to the firsttemperature threshold, the vehicle (e.g., the communication unit orother component of the vehicle computing system) can perform operationsaccording to mitigation level 615.

According to mitigation level 615, the vehicle (e.g., the communicationunit or other component of the vehicle computing system) can transitionthe wireless network access functionality from the communication unit ofthe vehicle to the communication unit of the user device. For example,the vehicle can transmit or send an instruction to the user device tobegin using the communication unit of the user device to performwireless network access functionality. The communication unit of theuser device can begin performing the wireless access functionality inresponse to receiving the instruction. As noted above, in some examples,the communication unit of the user device can include a wireless modem(e.g., modem 576). In such examples, the modem can begin communicatingwith a network entity (e.g., an eNB, a gNB, etc.) of a wireless networkaccess service provider associated with the user SIM of the user device(e.g., SIM 574) to obtain wireless network connectivity.

In some examples, the transition of the wireless network accessfunctionality from the communication unit of the vehicle to thecommunication unit of the user device can be seamless and transparentfrom the perspective of the user. For instance, when the wirelessnetwork access functionality is performed by the communication unit ofthe vehicle, data obtained by the communication unit of the vehicle fromthe network can be output by the vehicle (e.g., displayed or otherwiseoutput using the infotainment system of the vehicle). When the wirelessnetwork access functionality is successfully transitioned from thecommunication unit of the vehicle to the communication unit of the userdevice, the data obtained by the communication unit of the user devicefrom the network can continue to be output by the vehicle withoutinterruption. For example, the data can be provided by the communicationunit of the user device to the infotainment system (or other system orcomponent) of the vehicle over a wireless connection (e.g., overBluetooth™, WiFI™, or other wireless interface) and/or over a wiredconnection (e.g., using a USB interface, a serial interface, a lightninginterface, or other wired connection).

In some examples, in order to provide a seamless transition of thewireless network access functionality from the communication unit of thevehicle to the communication unit of the user device, the communicationunit of the vehicle can continue to perform a service (e.g., a phonecall, streaming media such as video or audio, etc.) that thecommunication unit was in the process of performing when the thermallevel 614 was reached. The communication unit of the vehicle caninitiate a deregistration of the communication unit from the networkoperator associated with the user SIM 462. The communication unit canalso register or send an instruction to the user device to register thecommunication unit of the user device with the network operatorassociated with the SIM 574. In one example, the AMF 264 of FIG. 2B maybe used to authenticate SIM information (e.g., an encryption-decryptionkey of the subscriber or user) of the SIM 574 to allow the user device507 to access the network provided by the 5GC 260. Once thecommunication unit of the user device is registered with the networkoperator, the communication unit of the vehicle can stop performing theservice. In some implementations, the user device can use a pull mode(e.g., as described in 3GPP Technical Specification (TS) 24.337) totransfer a call from the communication unit of the vehicle (e.g., thecommunications system 458, which can include a TCU NAD as describedabove) to the communication unit of the user device.

In some examples, according to mitigation level 615, the vehicle (e.g.,the communications system 458, the infotainment system 454, and/or othercomponent of the vehicle computing system 450) can output a notificationfor the user. The notification can provide a warning to the user thatservices may need to be transferred from the vehicle to the user device(e.g., a mobile device) of the user. For instance, the vehicle canoutput a notification indicating to the user that the communication unitis experiencing a high temperature (based on reaching or exceeding thethermal level 614) and that the wireless network access functionalitymay need to be or is going to be transitioned from the vehiclecommunication unit to the user device communication unit. Thenotification can be displayed (e.g., on a display device of the vehicleand/or on a display of the user device), can be output as audio (e.g.,using one or more speakers of the vehicle and/or user device), and/orcan be output as haptic feedback in the vehicle (e.g., by vibrating oneor more seats, the steering wheel, etc.) and/or on the user device(e.g., by vibrating the user device).

In some cases, an option can be output to allow the user to accept ordecline the transition of the wireless network access functionality tothe user device communication unit. In one example, selectable optioncan be displayed on a display in the vehicle and/or on a display of theuser device. In another example, a message can be output as audio usingone or more speakers of the vehicle and/or using one or more speakers ofthe user device. The user can provide input indicating whether the useraccepts or declines transfer of the wireless network accessfunctionality to the communication unit of the user device. The inputcan include a touch input (e.g., by selecting the message displayed on atouch screen display), voice input, gesture-based input, input based ona physical or mechanical control mechanism of the vehicle (e.g., as partof the infotainment system 454), and/or using another type of input. Inthe event the user accepts the functionality transfer, the vehicle cantransmit the instruction to the user device to use the communicationunit of the user device to perform the wireless network accessfunctionality.

In some examples, the vehicle can transition the wireless network accessfunctionality to the user device communication unit without firstoutputting a notification indicating that the wireless network accessfunctionality is going to be transitioned to the user devicecommunication unit. In such cases, once the thermal level 614 isreached, the vehicle can transition the wireless network accessfunctionality from the communication unit of the vehicle to thecommunication unit of the user device.

In some examples, the vehicle can perform other operations according tomitigation level 615, such as flow control. The vehicle can perform flowcontrol by reducing or stopping certain operations that are performed bythe communication unit of the vehicle. As noted above, the vehicle canuse the load determined by the thermal mitigation system to determineany functions that are being performed by the communication unit. Forexample, the vehicle can use the load to determine whether to reduceand/or stop the communication unit of the vehicle from performingcertain operations. In one illustrative example using a modem as anexample of a communication unit of the vehicle, the control system 452and/or the communications system 458 can cause the modem to change amodulation scheme being used to a less complex (and thus lesscompute-intensive) modulation scheme, such as switching from between 256Quadrature Amplitude Modulation (256 QAM) modulation scheme to a 64 QAMmodulation scheme. In another example, the communications system 458 canswitch from using a 5G modem (e.g., modem 464 or other modem of thecommunications system 458 of FIG. 4) to using a 4G modem (e.g., modem464 or other modem of the communications system 458 of FIG. 4).

If the temperature of the vehicle communication unit is reduced belowthe thermal level 614, the vehicle and/or the user device can transitionthe network access functionality back to the vehicle. For example, thevehicle can send an instruction or notification to the user deviceindicating that the communication unit of the vehicle can perform thenetwork access functionality. The user device can automatically stopperforming the network access functionality and/or can output aselectable option to the user which can allow the user to accept ordecline transfer of the network access functionality to the vehicle.

Transitioning the network access functionality from the vehicle to theuser device can provide various advantages. For example, transition ofthe network access functionality from the vehicle to the user device canreduce resource usage by the communications system of the vehicle (e.g.,communications system 458), enabling the communications system tocontinue providing mission critical or high priority services, such asV2x, eCall, and/or other high priority service. The communication systemwill also be able to remain functional for a longer duration underhigher temperatures (e.g., temperatures greater than the thermal level614). Transitioning the network access functionality from the vehicle tothe user device can also provide continuous service for the user, thusavoiding abrupt service interruptions (e.g., avoiding the disruption ofa phone call, media being presented by an infotainment system of thevehicle, etc.). As noted above, an infotainment system of the vehicle(e.g., infotainment system 454) can continue to output content when thenetwork access functionality is transitioned from the communication unitof the vehicle to the communication unit of the user device.

The thermal mitigation system can also determine whether a temperature,such as an ambient and/or junction temperature, of the communicationunit of the vehicle has reached thermal level 616 and thus that thetemperature is greater than or equal to the second temperaturethreshold. Based on the temperature being greater than or equal to thesecond temperature threshold, the vehicle (e.g., the communication unitor other component of the vehicle computing system) can performoperations according to mitigation level 617. According to mitigationlevel 617, the vehicle (e.g., the communication unit or other componentof the vehicle computing system) can reduce and/or transition V2Xfunctionality from the communication unit of the vehicle to thecommunication unit of the user device. For instance, as described below,the duty cycle of V2X messaging (e.g., the transmission and/or receptionrate of V2X messages) can be reduced before fully transitioning the V2Xfunctionality to the user device.

FIG. 7 is a flow diagram illustrating an example of a process 700 fortransitioning V2X functionality from the communication unit of thevehicle to the communication unit of the user device. At operation 720,the thermal mitigation system can monitor the thermal level (e.g., bycontinuously or periodically checking the ambient and/or junctiontemperature) of the communication unit and can determine that thethermal level 616 has been reached or met. In one illustrative example,the thermal mitigation system can determine at operation 720 that thetemperature of the communication unit has reached a temperature of 105°C.

At operation 722, the vehicle (e.g., the communications system 458) candetermine whether transitioning the V2X service to the user device willhelp reduce the resource usage of the communication unit. Variousfactors can be used to determine whether transferring the V2Xfunctionality to the user device will reduce resource usage. In oneexample, the vehicle can determine a number of V2X messages (e.g., V2V,V2I, and/or V2P messages) that are being received and/or that have beenreceived over a certain period of time (e.g., over the last hour, thirtyminutes, fifteen minutes, etc.). In another example, the vehicle candetermine a number of other vehicles in the vicinity of the vehicle(e.g., within a one mile radius, a two mile radius, a five mile radius,etc.), which can indicate a likelihood of the number of V2X messagesthat will be received. In some cases, one or more sensors (e.g., the oneor more sensor systems 456) can be used to determine a number ofvehicles around the vehicle. For instance, one or more cameras, GPSsensors, IMUs, LIDAR sensors, RADAR sensors, infrared sensors, and/orother sensors can be used to detect the presence of other vehiclesaround the vehicle. In such examples, if there are a low number ofmessages that have been received and/or there are a low number ofvehicles in the vicinity of the vehicle (indicating that few V2Xmessages will likely be received), the vehicle can determine atoperation 722 that transitioning the V2X functionality will not behelpful in reducing the load of the communication unit. At operation723, the vehicle communication unit can continue to perform the V2Xfunctions and/or can reduce the V2X functions performed by the vehicle(as described in more detail below). In some cases, operation 723 caninclude performing additional flow control, such as by changing to aless complex modulation scheme, transitioning from using a 4G modem tousing a 3G modem, and/or performing other flow control techniques.

In the event the vehicle determines that there are a high number ofmessages that have been received and/or there are a large number ofvehicles in the vicinity of the vehicle (indicating numerous V2Xmessages will likely be received), the vehicle can determine atoperation 722 that transitioning the V2X functionality will helpmeaningfully reduce the resource usage by the communication unit. Atoperation 724, the vehicle can determine whether the user device has thecapability to perform V2X functions. For example, the vehicle can checkwhether the user device has the capability to perform security relatedV2X functions (e.g., whether the user device is equipped with a hardwaresecurity module (HSM), has valid certificates used for signing V2Xmessages, is able to verify the signature of received V2X messages,etc.), whether the user device supports PC5 sidelink communications (orcommunications over another device to device direct interface, such as aDSRC interface), and/or other V2X related requirements. In some cases,the communications system 458 (which can include a TCU NAD in somecases) can communicate with the user device to check whether the userdevice has the capability to perform V2X functions. In one illustrativeexample, the communications system 458 can send a message (e.g., over aPC5 interface, WiFi interface such as DSRC, Bluetooth™ interface, wiredinterface, etc.) requesting the user device to indicate whether the userdevice has V2X functionality. In response, the user device can send areply message indicating that the user device does or does not have V2Xfunctionality. If the vehicle determines that the user device does nothave V2X functionality, at operation 723, the communication unit cancontinue to perform the V2X functions and/or can reduce the V2Xfunctions performed by the vehicle.

In the event the vehicle determines that the user device has V2Xfunctionality, the vehicle can transition the V2X functionality from thecommunication unit of the vehicle to the communication unit of the userdevice. In some cases, the vehicle can send a notification to the userdevice indicating that V2X transfer is to be performed. In some cases,the user can be provided with an option to accept or decline the V2Xtransfer to the user device. At operation 726, the communications system458 of the vehicle can transfer a V2X context to the user device. Insome examples, the V2X context can include a vehicle identifier (ID) ofthe vehicle (e.g., a temporary ID assigned by the ITS 455), car accessnetwork (CAN) information, infotainment system information, a securitycontext of the vehicle (described above), and/or other information. TheV2X context allows the user device to act as a V2X proxy device for thevehicle by transmitting and receiving V2X messages for the vehicle. Forexample, the vehicle ID can be included in a message to identify thatthe message is being transmitted by the user device for the vehicle. Asdescribed above, the CAN information can include vehicle relatedinformation, such as a heading of the vehicle, speed of the vehicle,breaking information, etc. The CAN information can be continuously orperiodically (e.g., every 1 millisecond (ms), every 10 ms, or the like)provided to the user device, and can be used by the user device todetermine when to generate one or more V2X messages and/or when toperform one or more V2X-based operations. The infotainment informationcan be used, for example, to allow the user device to output certainnotifications to the infotainment system (e.g., using one or moredisplays, speakers, and/or other output devices of the infotainmentsystem).

At operation 728, the vehicle transitions the V2X functions from thecommunication unit of the vehicle to the communication unit of the userdevice. For example, the user device can start receiving V2X messagesfrom other vehicles, pedestrian user devices, and/or infrastructuresystems that are within communication range of an antenna of the userdevice. The user device can switch from a “pedestrian” profile (e.g.,used for vehicle-to-pedestrian (V2P) communications) to a “vehicle”profile before starting to send V2X messages on behalf of the vehicle.In some cases, the “vehicle” profile can include the V2X contextinformation described above. By using the “vehicle” profile, the userdevice can send V2X messages that will be recognized by other vehicles,pedestrian user devices, and/or infrastructure systems as being relatedto the vehicle. Once the transition is complete, the communication unitof the vehicle can stop transmitting V2X messages and the communicationunit of the user device can begin transmitting V2X messages to vehicles,pedestrian user devices, and/or infrastructure systems that are withincommunication range of the antenna of the user device. The user devicecan also perform security-based V2X operations, such as verifying (e.g.,decrypting) V2X messages received from other vehicles, determiningoperations to perform based on verified messages (e.g., lane changenegotiation with other vehicles, triggering a displayed message alertinga driver to stop the vehicle, etc.), among other functions.

In some examples, a graded or gradual transitioning of the V2Xfunctionalities can be performed from the vehicle to the user device.The level of V2X functionality transfer can depend on a current thermallevel or temperature of the communication unit of the vehicle (e.g.,more V2X functionality can be transferred to the user device when highertemperatures are detected), a current and/or anticipated number of V2Xmessages received by the vehicle (e.g., based on a number of V2Xmessages recently received and/or currently being received, based on anumber of other vehicles in the vicinity of the vehicle, based onwhether the vehicle is moving or is periodically stopping, etc.), amongother factors.

In one example, a minimum level of V2X functionality that can betransitioned to the user device at operation 728 can include only V2Xmodem functionalities. The modem functionalities can includetransmitting and/or receiving V2X messages. For example, by transferringonly the V2X modem functionalities to the user device, the vehiclecommunication unit can generate V2X messages and send the V2X messagesto the user device for transmission to other vehicles, pedestrian userdevices, and/or infrastructure systems. The user device can also receiveV2X messages from other vehicles, pedestrian user devices, and/orinfrastructure systems, and can send the received V2X messages to thevehicle communication unit for processing.

A moderate level of V2X functionality that can be transitioned to theuser device at operation 728 can include the V2X modem functionalitiesand V2X security verification functionalities. For example, in additionto receiving and transmitting the V2X messages to and from othervehicles, pedestrian user devices, and/or infrastructure systems, thecommunication unit of the user device can perform verification of thereceived V2X messages. The verification can require a large amount ofprocessing, such as using a large amount of processing resources (e.g.,digital signal processor (DSP) cores and/or advanced reduced instructionset computer (RISC) Machine (ARM) cores) for verifying messages. Due tothe large amount of processing required for verification, transitioningthe verification functionality from the vehicle to the user device canoffload a large amount of computing resources needed by thecommunication unit of the vehicle. In some cases, a secure handshake canbe required between the communication unit of the vehicle and thecommunication unit of the user device before the communication unit ofthe user device can begin V2X message verification.

A full level of V2X functionality that can be transitioned to the userdevice at operation 728 can include all V2X functionalities. Forexample, a full set of V2X functionalities can include the modemfunctionalities, the V2X security verification functionalities, securitysigning functionalities, and intelligent transportation systems (ITS)stack functionalities. The security signing functionalities can includesigning V2X messages before they are transmitted to other vehicles,pedestrian user devices, and/or infrastructure systems. The signaturecan allow the V2X messages to be securely sent and verified only byapproved devices. The ITS stack functionalities can include determiningsafety-related and/or other operations to perform, as described above.For instance, the operations can include causing the vehicle (e.g., thecontrol system 452) to perform automatic functions (e.g., automaticbreaking, automatic steering such as to maintain a heading in aparticular lane, automatic lane change negotiation with other vehicles,etc.), triggering display of a message alerting a driver that anothervehicle is in the lane next to the vehicle, triggering display of amessage alerting the driver to stop the vehicle, triggering display of amessage alerting the driver that a pedestrian is in an upcomingcross-walk, triggering display of a message alerting the driver that atoll booth is within a certain distance (e.g., within 1 mile) of thevehicle, among others. When the full level of V2X functionality istransitioned to the communication unit of the user device, the userdevice can use the vehicle infotainment system (e.g., for displayingand/or outputting security-related messages, operational-relatedmessages, and/or other information via one or more displays and/orspeakers) and/or can use a display and/or speaker of the user device.

As noted above, in some implementations the vehicle can reduce the V2Xfunctionality of the vehicle communication unit based on thecommunication unit reaching or exceeding a particular temperaturethreshold (e.g., a threshold associated with thermal level 616). Forexample, the V2X functionality of the vehicle communication unit can bereduced before transitioning some or all of the V2X functionality to theuser device. In other examples, the V2X functionality of the vehicle canbe reduced in response to determining at operation 722 thattransitioning the V2X service to the user device will not help reducethe resource usage of the vehicle communication unit and/or in responseto determining at operation 724 that the user device does not have V2Xcapability. Reducing the V2X functionality of the vehicle can lower theamount of computing resources needed by the communication unit toperform the V2X operations.

In some cases, the V2X functionality can be reduced by reducing the dutycycle of V2X messaging. For instance, using the modem 464 as an exampleof the vehicle communication unit (where the modem 464 can be used fortransmitting and receiving V2X messages), the communications system 458can dynamically change the V2X duty cycle of the modem 464 to reduce thethermal impact of the V2X operations on the modem 464.

The V2X duty cycle refers to the transmission rate at which the vehiclecommunication unit transmits V2X messages and/or the processing rate atwhich the communication unit processes V2X messages received from othervehicles, pedestrian user devices, and/or infrastructure systems. In oneillustrative example, a V2X transmission duty cycle (or transmissionrate) during normal operation conditions (e.g., for temperatures withinthe normal operating thermal range 612) can be 10 hertz (Hz), in whichcase the communication unit of the vehicle sends 10 V2X message everysecond. In another illustrative example, a V2X reception duty cycle (orprocessing rate) during normal operating conditions can be 100%, inwhich case the vehicle listens for messages 100% of the time and/orprocesses all received messages. In the event the communication unit ofthe vehicle reaches or exceeds a temperature threshold (e.g., thermallevel 616), various factors can be used to determine how to adapt theV2X duty cycle (e.g., the transmission rate, message processing rate,etc.) to reduce the thermal impact of the V2X operation. In someimplementations, the vehicle can reduce the V2X duty cycle regardless ofa current temperature of the communication unit, such as when in thenormal operating thermal range 612 or when any of the thermal levels614-618 (or other thermal level) are reached. The duty cycle can bereduced to any suitable amount. In one illustrative example, thetransmission duty cycle can be reduced from 10 Hz to 5 Hz. In anotherillustrative example, the reception duty cycle can be reduced from 100%to 50%, in which case the vehicle listens for messages half of the time.

The factors used to determine whether to reduce the V2X duty cycle canbe based on a demand for V2X messages, a reliability of a positiondetermined for the vehicle, an ability of the vehicle to maintaincertain distances from other vehicles (e.g., ten feet, fifteen feet,twenty feet, or other distance), whether the vehicle is stopped, whetherthe vehicle is periodically stopping within a period of time (e.g., in astop-and-go scenario, such as when in heavy traffic), whether thevehicle is moving at a particular speed, a confidence level of sensordata (e.g., a confidence level in an object detected by one or morecameras of the vehicle), among other factors. For instance, the factorsdescribed above for determining whether transferring the V2Xfunctionality to the user device will reduce resource usage can also beused for determining when to reduce the V2X messaging duty cycle. Asdescribed above, such factors can include a number of V2X messages(e.g., V2V, V2I, and/or V2P messages) being received and/or that havebeen received over a period of time, a number of other vehicles in thevicinity of the vehicle, and/or other factors. For example, the one ormore sensor systems 456 can be used to determine that vehicle is drivingin an area where there are few vehicles (e.g., less than one hundred ina one mile radius, or other number). In another example, the vehicle candetermine that it is in a stop-and-go scenario where the vehicle isstopped or is not moving at high speeds. In such cases, less messagescan be generated and sent (e.g., by the ITS 455 of the vehicle computingsystem 450) due to the reduced need to communicate with other vehicles,pedestrian user devices, and/or infrastructure systems.

In some examples, the duty cycle can be increased after being decreasedbased on one or more of the factors described above, such as when morevehicles are detected around the vehicle, when the speed of the vehicleincreases, when an increase in incoming V2X messages (e.g., from othervehicles, from pedestrian UE devices, and/or from infrastructuresystems), and/or in other scenarios. In one illustrative example, asemi-truck can be detected (e.g., based on object detection and/orrecognition) in one or more images captured by a front-facing camera onthe front of the vehicle. In a subsequent image captured by thefront-facing camera, the truck may not be detected, resulting in areduction in confidence level of the object detection and/orrecognition. In response to the drop in confidence level, the duty cyclecan be increased (e.g., from 5 Hz to 10 Hz) in order to exchange moreV2X messages with the truck and/or other vehicles in the vicinity of thevehicle.

In some examples, various frequencies within a duty cycle range can beselected for V2X operations based on the various factors. For example,when the various factors indicate that a high number of messages needsto be transmitted (e.g., there are one thousand or more vehicles in thevicinity of the vehicle), the transmission duty cycle can be set to 10Hz. In the event the demand for the number of messages is reduced to asmall amount (e.g., there are less than 10 vehicles in the vicinity ofthe vehicle), the transmission duty cycle can be reduced to 2 Hz. If thedemand is then increased by a certain amount (e.g., there are onehundred to five hundred vehicles in the vicinity of the vehicle), thetransmission duty cycle can be increased to 5 Hz. Using such techniques,the transmission and/or reception duty cycle of the V2X messaging can bedynamically adjusted based on the various factors described herein.

As noted above, in some cases the vehicle can reduce the V2X duty cycleat any time without requiring a temperature threshold to be met (e.g.,when in the normal operating thermal range 612 or when any of thethermal levels 614-618 or other thermal level are reached). Forinstance, the vehicle can reduce the V2X duty cycle when in astop-and-go scenario, based on a number of V2X messages (e.g., V2V, V2I,and/or V2P messages) being received and/or that have been received overa period of time, based on a number of other vehicles in the vicinity ofthe vehicle, and/or other factors.

In the event the temperature of the vehicle communication unit isreduced below the thermal level 616, the vehicle and/or the user devicecan transition (e.g., immediately or gradually similar to that describedabove) the V2X functionality back to the vehicle.

Transitioning some or all of the V2X functionality from the vehicle tothe user device provides various benefits. For example, V2X allows thevehicle to perform safety-related operations and other operations (e.g.,triggering one or more alerts to a driver of the vehicle, causing thevehicle to perform automatic functions such as automatic breaking,etc.). If V2X operations are suspended at higher temperatures (e.g.,greater than thermal level 616), the safety and operation of the vehicleand other vehicles can be jeopardized. Transitioning of some or all theV2X functionality from the vehicle to the user device can allow thesafety-related and other operations to be performed even in view ofhigher temperatures. A V2X-enabled user device should be able tocontinue V2X operation in case of emergency shutdown of thecommunication system, modem, and/or other communication unit of thevehicle, as user devices are typically in a less harsh environment(e.g., inside of the vehicle) as compared to that of the vehicle.Further, the user device can indicate to nearby vehicles that the userdevice is being used as a V2X proxy device for the vehicle, which canprovide any required notification to other vehicles.

In some cases, the thermal mitigation system can determine whether atemperature (e.g., the ambient and/or junction temperature) of thevehicle communication unit has reached thermal level 618 and thus thatthe temperature is greater than or equal to the third temperaturethreshold. In response to the temperature being greater than or equal tothe third temperature threshold, the vehicle (e.g., the communicationunit or other component of the vehicle computing system) can performoperations according to mitigation level 619. According to mitigationlevel 619, the vehicle (e.g., the communication unit or other componentof the vehicle computing system) can transition all remaining servicesor functionalities to the communication unit of the vehicle except oneor more emergency services, such as eCall. In some examples, the vehiclecan transfer certain emergency services or functionalities, such aseCall, when certain conditions occur. In one illustrative example, thevehicle can transfer eCall or other emergency services to thecommunication unit of the user device when the power management system451 (e.g., a PMIC) shutdown is to be performed. While examples aredescribed herein using eCall as an example of an emergency service, oneof ordinary skill will appreciate that other emergency services and/orfunctionality can be transitioned according to the techniques describedherein.

FIG. 8 is a flow diagram illustrating an example of a process 800 fortransitioning emergency functionality from the communication unit of thevehicle to the communication unit of the user device. At operation 830,the thermal mitigation system can continuously or periodically monitorthe thermal level of the vehicle communication unit and can determinethat the thermal level 618 has been met or exceeded. At operation 832,the thermal mitigation system can determine if shutdown of the powermanagement system (e.g., power management system 451, which can includea PMIC) is imminent. In one illustrative example, the power managementsystem 451 can have a maximum operating temperature of 120° C., afterwhich the power management system 451 will shut down. The thermalmitigation system can determine that the temperature of thecommunication unit is within a threshold temperature range (e.g., 5° C.)of the maximum operating temperature (e.g., the communication unit hasreached a temperature of 115° C.) and is thus close enough to the 120°C. maximum operating temperature that shutdown of the power managementsystem 451 is imminent. In the event the thermal mitigation systemdetermines at operation 832 that power shutdown is not imminent (e.g.,the communication unit is less than the thermal level 618, is not withinthe threshold temperature range of the maximum operating temperature ofthe power management system 451, etc.), the vehicle can continueperforming the emergency operations at operation 833. For example, theOEM SIM 460 of the communications system 458 can continue performing theemergency operations.

If the thermal mitigation system determines at operation 832 that powershutdown is imminent, the vehicle can check at operation 834 whether theuser device has DSDA capability (e.g., whether the user device can hostthe OEM SIM services, such as eCall, in addition to the user SIMservices). For instance, the vehicle communications system 458 cancommunicate with the user device to check the DSDA capability of theuser device. In one illustrative example, the communications system 458can transmit a message to the user device requesting the user device toindicate to the vehicle whether the user device has DSDA functionality.In response, the user device can send a reply message indicating thatthe user device does or does not have DSDA functionality.

If the vehicle determines that the user device has DSDA functionalityand can thus host the OEM SIM services, OEM SIM transition to anavailable slot of the user device can be initiated at operation 836. Inone illustrative example, the vehicle can transfer the OEM SIM profile(e.g., including OEM SIM context) over a communications link orinterface (e.g., a WiFi interface, Bluetooth™ interface, wiredinterface, etc.) to the user device. In another example, the OEM SIM canbe physically placed into a physical slot of the user device.

At operation 837, the communication unit of the user device can registerthe OEM SIM from the user device. The registration can be performed sothat the user device can act as a proxy device for the vehicle and sothat any eCall made using the eCall service can be recognized as comingfrom the vehicle and not from the user device. For example, the OEM SIMcontext of the OEM SIM profile can be transferred to the user device, sothat an OEM application (e.g., installed on the vehicle and/or the userdevice) can communicate with the user device to initiate an eCall orother emergency service. The OEM application can include an eCallapplication or other application (e.g., executed by an applicationprocessor of the vehicle) that can be used to perform the emergencyfunctionality. For example, the OEM application can have a graphicaluser interface, which can display an option to a user to make an eCallor perform any other emergency function. In some examples, the OEMapplication can place an eCall (or perform any other emergency function)automatically without user input, such as in response to detecting anaccident has occurred. The OEM SIM context can include one or morepublic safety answering point (PSAP) addresses (which can be used toroute a call to an emergency center, such as a police stationdispatcher), a vehicle identification number (VIN) of the vehicle thatis registered with the eCall service, CAN information, and/or otherinformation. The OEM SIM context information can be used by the userdevice to make the eCall (e.g., by dialing an PSAP address) and/or usedto identify the vehicle as the source of a call made according to theeCall service.

If the vehicle determines that the user device does not have DSDAfunctionality, the process 800 can move the context of the eCallprocedure to the user device at operation 838. For example, the vehiclecan send certain information associated with the OEM SIM context (e.g.,one or more PSAP addresses, etc.) to the user device at operation 838.For instance, the communication unit of the vehicle can initiate atransfer of the context (e.g., a PSAP address, etc.) to thecommunication unit of the user device so that a modem (e.g., a modem576) of the user device can place an eCall using the eCall context(e.g., using the PSAP address).

An eCall can be made using different techniques. For example, a user canmanually place an eCall, such as by using a user interface of thevehicle (e.g., a graphical user interface of an infotainment system ofthe vehicle). In another example, the vehicle can automatically place aneCall. For instance, the vehicle can detect (e.g., using the one or moresensor systems 456) that it has been in an accident and can place thecall automatically in response to detecting the accident. If the thermallevel 618 is reached or exceeded and the eCall functionality istransferred to the user device, the user can manually place an eCalland/or the user device can use one or more sensor systems of the userdevice to detect an emergency situation (e.g., an accident) and canautomatically place the eCall. The one or more sensor systems caninclude external sensors that are in communication with the user device(e.g., an XR device, a wearable such as a smart watch, etc.) and/orinternal sensors of the user device (e.g., one or more accelerometers,gyroscopes, magnetometers, GPS sensors, proximity sensors, IMUs, ambientlight sensors, microphones, etc.).

If the temperature of the vehicle communication unit falls below thethermal level 618, the vehicle and/or the user device can transition theemergency functionality back to the vehicle (e.g., by transferring theOEM SIM back to the slot of the vehicle, by transferring the eCallcontext back to the vehicle, etc.).

Transitioning the emergency services (e.g., eCall) from the vehicle tothe user device can allow the emergency services to continue using theuser device even in high temperature situations (e.g., in a hotenvironment, when an accident occurs, among other situations). Forinstance, eCall is an important safety feature and it can be critical toprovide uninterrupted eCall support. In certain situations (e.g., inextreme heat situations, when a serious accident occurs, and/or othersituations when the power management system is shut down), a modem usedfor emergency services can be shut down and the eCall service will notbe available. Transitioning the eCall service and/or other emergencyservices from the communication unit of the vehicle to the communicationunit of the user phone can provide the necessary redundancy so that theemergency services can continue.

As noted above, the various thermal levels and mitigation levelsdescribed with respect to FIG. 6 are provided for illustrative purposes.Other mitigation techniques can be performed based on thermal levelsother than those shown in FIG. 6. For instance, in an alternativeexample, a thermal mitigation framework can reduce and/or transition V2Xfunctionality from the vehicle to the user device once the thermal level614 is reached instead of waiting until thermal level 616 is reached. Inanother example, the vehicle can prioritize wireless network accessfunctionality over V2X operations in some cases. In such cases, thevehicle can reduce V2X functionality and/or transition the V2Xfunctionality from the vehicle to the user device once the thermal level614 is reached, and can transition wireless network access functionalityto the user device once the thermal level 616 is reached.

In some cases, the vehicle can stop using or can shut down certainsystems in response to detecting that the communication unit has reacheda certain thermal level. For example, the power management system 451and/or the infotainment system 454 of the vehicle computing system 450can shut down one or more displays upon receiving an indication that thecommunication unit of the vehicle has reached or is within a thresholdrange of reaching thermal level 614. In some cases, the systems can beshutdown prior to transitioning one or more of the functionalitiesdescribed above from the vehicle to the user device.

In some examples, various other temperature thresholds in addition tothose shown in FIG. 6 can be used to determine when to perform certainoperations. For instance, one or more additional temperature thresholdscan be associated with one or more thermal levels between the thermallevel 616 and the thermal level 618. In one illustrative example, thethermal level 616 can be used as a temperature threshold to determinewhen to reduce V2X functionality and/or to stop using certain systems ofthe vehicle (e.g., one or more systems associated with the infotainmentsystem 454, such as one or more displays, a navigation system, and/orother systems). An additional temperature threshold (not shown in FIG.6) can be associated with a thermal level between the thermal level 616and the thermal level 618. The additional temperature threshold can beused to trigger a transition of the V2X functionality from thecommunication unit of the vehicle to the communication unit of the userdevice.

In some examples, the vehicle can perform certain operations before atemperature threshold is actually reached. For instance, the thermalmitigation system can determine that a temperature of the communicationunit of the vehicle is approaching a particular thermal level, such asthermal level 614, thermal level 616, or thermal level 618. In oneexample, the thermal mitigation system can determine that thetemperature is within a threshold temperature range (e.g., within 10°C.) of one of the thermal levels. Other factors can also be considered,such as an ambient temperature outside of the vehicle, an operatingtemperature of the vehicle, etc. In response to determining thetemperature of the communication unit of the vehicle is within athreshold temperature range of a particular thermal level, the vehiclecan begin performing flow control, transferring certain functions (e.g.,wireless network access functionality, V2X functionality, etc.),reducing certain functions (e.g., V2X functionality, etc.), and/orperform other operations.

In some examples, a change in temperature within a period of time can beused as a trigger to reduce certain functionalities and/or transitionone or more functions to a user device. For instance, a vehicle canreduce certain functionalities and/or can transition one or morefunctions in response to detecting when a particular change intemperature has occurred within a period of time. In one example, thevehicle computing system 450 can determine that the communicationssystem 458 has experienced an increase of 5 degrees Celsius within aperiod of one hour. In response to determining the increase intemperature, the vehicle computing system 450 can reduce certainfunctionalities and/or can transition one or more functions to a userdevice. By monitoring the change in temperature, the vehicle canpreemptively reduce the temperature in order to prevent the componentsof vehicle from overheating.

In some implementations, a temperature of a particular communicationunit of the vehicle can be measured and used to determine when to reduceand/or transfer the functionality of a different communication unit ofthe vehicle to a user device. In one illustrative example, a temperatureof a TCU (e.g., the communications system 458) can be monitored and usedto determine when to reduce and/or transfer the functionality of one ormore other communication units of the vehicle, such as one or moremodems (e.g., a cellular modem for wireless network access functionsand/or eCall functions, a V2X modem for V2X communications, etc.), oneor more SIMs, and/or other communication unit of the vehicle, to one ormore communication units (e.g., a modem, SIM, etc.) of the user device.

While examples provided herein describe transitioning functionalitiesfrom a vehicle to a user device, the systems and techniques describedherein may be used to transition functionalities between other types ofdevices based on one or more temperature thresholds and/or based onother factors (e.g., humidity, amount of light exposure, etc.). In someexamples, a vehicle can transition one or more communication functionsto a road side unit (RSU) and/or to another vehicle. In one illustrativeexample, the vehicle can temporarily transition the one or morecommunication functions to the RSU (e.g., transitioning V2X functionsover a PC5 interface, over a DSRC interface, or over another type ofcommunications interface) as the vehicle is traveling along a road. Insome cases, the vehicle can request that the RSU process relevantinformation received for the vehicle and to transmit notifications orurgent notifications to the vehicle. In such an example, the vehicle canreduce its processing load, such as by not processing all of the V2Xmessages and/or listening for messages from a direct communication fromthe RSU. By reducing its processing load, a computing system (e.g.,vehicle computing system 450) or a component of the computing system(e.g., a communication unit) of the vehicle can cool down. Once thecomputing system or the component of the computing system cools below aparticular threshold, the vehicle can begin performing the functionsand/or can request that the RSU transition the one or more communicationfunctions back to the vehicle. A similar process can be performed fortransitioning functionality from a vehicle to another vehicle.

While the examples described herein use temperature as an example of acharacteristic or factor of a communication unit of a vehicle (or otherdevice) that can trigger when to reduce and/or transition differentfunctionalities from the vehicle to another device (e.g., a userdevice), other characteristics or factors can be used to triggerreduction and/or transition of the functionalities. Examples ofcharacteristics or factors include humidity of a communication unit, anamount of light exposed to a communication unit, an amount ofventilation for a communication unit (e.g., when a ventilation mechanismsuch as a vent becomes blocked), any combination thereof, and/or othercharacteristics or factors.

FIG. 9 is a flow diagram illustrating an example of a process 900 forperforming thermal mitigation using one or more of the techniquesdescribed herein. At operation 902, the process 900 includes obtaining atemperature associated with a vehicle. In some examples, the temperaturecan be of a communication unit of the vehicle (e.g., a communicationssystem such as a telematics control unit, a modem, or othercommunication unit) or of multiple communication units of the vehicle.In some examples, the temperature can include an ambient temperatureand/or a junction temperature.

At operation 904, the process 900 includes determining whether totransition one or more communication functions from the vehicle to auser device based on the temperature. For example, the process 900 caninclude determining whether the temperature is greater than atemperature threshold and/or determining whether the temperature isapproaching (e.g., is within a threshold temperature range, such aswithin 5° C., 10° C., or the like).

At operation 906, in response to a determination to transition the oneor more communication functions, the process 900 includes transitioningthe one or more communication functions from a communication unit of thevehicle to a communication unit of the user device. For example, theprocess 900 can include transitioning the one or more communicationfunctions from the communication unit of the vehicle to thecommunication unit of the user device in response to a determinationthat the temperature is greater than the temperature threshold. In somecases, the process 900 can include transitioning the one or morecommunication functions from the communication unit of the user deviceto the communication unit of the vehicle based on a reduction of thetemperature. For example, the process 900 can include obtaining anadditional temperature associated with the vehicle (e.g., thecommunication unit or another communication unit of the vehicle), anddetermining the additional temperature is less than the temperaturethreshold. In response to a determination that the additionaltemperature is less than the temperature threshold, the process 900 cantransition the one or more communication functions from thecommunication unit of the user device to the communication unit of thevehicle.

In some examples, in response to the determination to transition the oneor more communication functions, the process 900 can includetransitioning one or more additional functions from an additionalcommunication unit (e.g., a second communication unit) of the vehicle tothe user device.

In some implementations, the communication unit of the vehicle is atelematics control unit (TCU), which in one illustrative example caninclude the components of the communications system 458 or can be acomponent of the communications system 458. For instance, in some cases,the TCU includes at least one of a network access device (NAD), one ormore subscriber identity modules (SIMs), one or more modems, anycombination thereof, and/or other components or devices. In someimplementations, the communication unit of the vehicle is a modem. Insome implementations, the communication unit of the user device is amodem. In some cases, the communication unit for which the temperatureis measured is the same communication unit from which the one or morecommunication functions are transitioned. In one illustrative example,the temperature can be determined for a modem of the vehicle, and themodem functionality (e.g., wireless network access functionality, V2Xfunctionality, eCall functionality, etc.) can be transitioned from themodem of the vehicle to a modem of the user device in response to thetemperature of the vehicle modem being greater than a temperaturethreshold. In some cases, the communication unit for which thetemperature is measured is different than the communication unit fromwhich the one or more communication functions are transitioned. In oneillustrative example, the temperature can be determined for a TCU NAD ofthe vehicle, and modem functionality can be transitioned from a modem ofthe vehicle to a modem of the user device in response to the temperatureof the vehicle modem being greater than a temperature threshold.

In some examples, the process 900 includes receiving, from thecommunication unit of the user device, a request to perform at least onecommunication function of the one or more communication functions forthe communication unit of the user device. For example, as describedabove, the user device can connect with the vehicle over acommunications interface (e.g., over WiFi™ such as DSRC or other WiFiinterface, Bluetooth™ such as BLE or other Bluetooth interface, PC5, USBport, lightning port, and/or other wireless or wired interface), and cansend a request to the vehicle requesting that the vehicle perform one ormore functions (e.g., wireless network access functionality) for theuser device. Once the request is approved or accepted by the vehicle,the communication unit of the user device can transfer the at least onecommunication function to the communication unit of the vehicle. Thecommunication unit of the vehicle can then begin performing the at leastone communication function (e.g., the wireless network accessfunctionality to provide wireless network access for the user device).In such examples, operation 906 of the process 900 can includetransitioning the at least one communication function from thecommunication unit of the vehicle to the communication unit of the userdevice.

In some cases, the process 900 can include receiving, from thecommunication unit of the user device, data based on the one or morecommunication functions performed by the communication unit of the userdevice. The process 900 can output the data using an output device ofthe vehicle. In one illustrative example, the user device can obtainmedia data from a communication network service provider, and can sendthe media data to an infotainment system (infotainment system 454) ofthe vehicle for display on a display of the vehicle. The data can bereceived by the communication unit of the user device over acommunication interface or link (e.g., a WiFi™ interface such as DSRC orother WiFi link, a Bluetooth™ interface such as BLE or other Bluetoothinterface, a PC5 interface, a USB port, a lightning port, and/or otherwireless or wired interface) provided by the vehicle or otherwiseprovided.

In some implementations, the one or more communication functions includeat least one of a wireless network access function, avehicle-to-everything (V2X) function, an emergency-call (eCall)function, any combination thereof, and/or other communicationsfunctions. For instance, in some examples, the one or more communicationfunctions include a wireless network access function performed by thecommunication unit of the vehicle for the communication unit of the userdevice. In such examples, operation 906 can include transmitting, to thecommunication unit of the user device, an instruction to begin wirelessnetwork access functionality. In some aspects, the process 900 includesperforming the wireless network access function until at least thecommunication unit of the user device begins performing the wirelessnetwork access function. In some cases, the process 900 can includederegistering the communication unit of the vehicle from a communicationnetwork service provider (e.g., once the user device begins performingthe wireless network access function).

In some examples, the one or more communication functions include avehicle-to-everything (V2X) function. In such examples, operation 906can include transitioning the V2X function from the communication unitof the vehicle to the communication unit of the user device. In somecases, the process 900 can include determining whether the user deviceis configured for V2X functionality (e.g., as described with respect tooperation 724 of FIG. 7). In response to a determination that the userdevice is configured for V2X functionality, the process 900 cantransition the V2X function to the communication unit of the userdevice. In some examples, in response to a determination that the userdevice is not configured for V2X functionality, the process 900 caninclude continuing to perform the V2X function (e.g., by thecommunication unit of the vehicle).

In some implementations, the process 900 can perform a graded or gradualtransitioning of the V2X functionalities from the vehicle to the userdevice, as described above. For instance, the process 900 can includetransitioning a first set of V2X functions from the communication unitof the vehicle to the communication unit of the user device, andperforming a second set of V2X functions by the communication unit ofthe vehicle. In some cases, the process 900 can transition the secondset of V2X functions to the communication unit of the user device (e.g.,based on a V2X load of the vehicle, based on a temperature, etc.).

In some implementations, the process 900 can include reducing the V2Xfunctionalities performed by the vehicle based on the temperature. Forinstance, the process 900 can include determining whether thetemperature is greater than a first temperature threshold. In responseto a determination that the temperature is greater than the firsttemperature threshold, the process 900 can include reducing a duty cycleof the V2X function. In some examples, reducing the duty cycle of theV2X function includes reducing a transmission rate of one or more V2Xmessages. In some examples, reducing the duty cycle of the V2X functionincludes reducing a processing rate of one or more V2X messages. Asnoted above, the processing rate can include the rate at which thecommunication unit processes V2X messages received from other vehicles,pedestrian user devices, and/or infrastructure systems. In someexamples, the process 900 includes determining a demand for the V2Xfunction, in which case reducing the duty cycle of the V2X function isfurther based on the determined demand for the V2X function. Asdescribed above, the demand can be based on a number of V2X messagesbeing received and/or that have been received over a period of time, anumber of other vehicles in the vicinity of the vehicle, a reliabilityof a position determined for the vehicle, an ability of the vehicle tomaintain certain distances from other vehicles, whether the vehicle isstopped, whether the vehicle is periodically stopping within a period oftime (e.g., in a stop-and-go scenario), whether the vehicle is moving ata particular speed, a confidence level of sensor data (e.g., aconfidence level in an object detected by one or more cameras of thevehicle), among other factors.

In some examples, the process 900 can include obtaining an additionaltemperature (e.g., a second temperature) associated with the vehicle(e.g., the communication unit or another communication unit of thevehicle), and determining whether the additional temperature is greaterthan a second temperature threshold. In response to a determination thatthe additional temperature is greater than the second temperaturethreshold, the process 900 can include transitioning one or more V2Xfunctions from the communication unit of the vehicle to thecommunication unit of the user device. In such examples, the vehicle canfirst reduce the V2X functions performed by the vehicle based on thefirst temperature threshold, and can transition one or more V2Xfunctions to the user device based on the second temperature threshold.

In some examples, the process 900 can include performing a firstcommunication function and a second communication function by thecommunication unit of the vehicle. The process 900 can further includedetermining whether the temperature is greater than a first temperaturethreshold. In response to a determination that the temperature isgreater than the first temperature threshold, the process 900 caninclude transitioning the first communication function from thecommunication unit of the vehicle to the communication unit of the userdevice. In some cases, the process 900 can include transmitting arequest to transition the first communication function from thecommunication unit of the vehicle to the communication unit of the userdevice. In some aspects, the process 900 can include ceasing the one ormore communication functions by the communication unit of the vehicle inresponse transmitting the request or in response to receiving a responseto the request from the user device. In some examples, the process 900can include outputting a notification based on the request (e.g., whenthe request is sent). The notification can include at least one of adisplayed message, an audible message, haptic feedback, any combinationthereof, and/or other notifications.

In some implementations, the process 900 can include transitioningdifferent communication functions (e.g., the first communicationfunction and/or the second communication function) based on differenttemperature thresholds or other factors. For instance, the process 900can include obtaining an additional temperature associated with thevehicle (e.g., the communication unit or another communication unit ofthe vehicle), and determining whether the additional temperature isgreater than a second temperature threshold. In response to adetermination that the additional temperature is greater than the secondtemperature threshold, the process 900 can include transitioning thesecond communication function from the communication unit of the vehicleto the communication unit of the user device. In some examples, thefirst communication function includes a wireless network accessfunction, and the second communication function includes avehicle-to-everything (V2X) function. In some examples, the firstcommunication function includes a wireless network access function, andthe second communication function includes an eCall function. In someexamples, the first communication function includes avehicle-to-everything (V2X) function, and the second communicationfunction includes an eCall function.

In some examples, the process 900 can include transmitting environmentalinformation of the vehicle to the communication unit of the user device.In some cases, the environmental information includes at least one of aV2X context of the vehicle, an eCall context of the vehicle, or anycombination thereof. For instance, the process 900 can includetransmitting the environmental information to the user device as part oftransitioning the one or more communication functions at operation 906.

In some examples, the process 900 can include transmitting a request tothe user device before transitioning the one or more communicationfunctions from the communication of the vehicle to the communication ofthe user device. For instance, the process 900 can include determiningwhether the temperature is greater than a first temperature threshold.In response to a determination that the temperature is greater than thefirst temperature threshold, the process 900 can include transmitting(to the user device) a request to transition a first communicationfunction from the communication unit of the vehicle to the communicationunit of the user device. In some cases, the process 900 can output anotification based on the request that includes at least one of adisplayed message, an audible message, haptic feedback, any combinationthereof, and/or other type of message. In some examples, the process 900can include determining whether the temperature is greater than a secondtemperature threshold. In response to a determination that thetemperature is greater than the second temperature threshold, theprocess 900 can include transitioning the first communication functionfrom the communication unit of the vehicle to the communication unit ofthe user device. In some examples, the process 900 can transition thefirst communication function from the vehicle communication unit vehicleto the user device communication unit in response to determining thetemperature is greater than the first temperature (e.g., after a userdevice or user of the user device accepts the request) instead of basedon the second threshold.

In some examples, the process 900 can transition at least onecommunication function from the communication unit of the vehicle to acommunication unit of a roadside unit (RSU), to a communication unit ofan additional vehicle, and/or to other devices. For example, asdescribed above, in response to a particular temperature threshold beingreached, the process 900 can transition a V2X functionality to the RSUand/or to another vehicle to help reduce the processing load of thevehicle.

As described above, aspects of the present disclosure include,additionally or alternatively to the thermal mitigation systems andtechniques described above, systems and techniques for performing loadbalancing using one or more load balancers. FIG. 10A is a block diagramillustrating an example configuration of inner components of a vehiclecomputing system 1000 (which can be the same as vehicle computing system450 of FIG. 4). The vehicle computing system 1000 includes a modem 1002(which can be the same as modem 464 of FIG. 4) that can includecomponents such as a thermal management component 1004, a V2X stack1006, and a downstream (DS) component 1008. While not shown, the modem1002 can include any other known or to be developed component forintended operation thereof, such as an upstream component fortransmitting messages from a corresponding UE such as vehicle 404, etc.

As will be fully described below, thermal management component 1004 mayreceive current temperature information of modem 1002 and/or othercomponents within or associated with vehicle computing system 1000 toimplement a filtering mechanism for filtering (e.g., dropping, queuing,etc.) incoming messages in order to ensure that processing loads (thenumber of incoming messages (e.g., V2X messages) to be verified byvehicle computing system 1000) remains at or below the processingcapacity of the vehicle computing system 1000.

The V2X stack 1006 may be used to enable bi-directional V2Xcommunications (e.g., with other vehicles for V2V communications, withother devices for D2D communications, with infrastructure systems forV2I communications, with pedestrian UEs for V2P communications, etc.).The V2X stack 1006 may be controlled by the thermal management component1004 to implement a particular filtering mechanism, as described herein.

DS component 1008 may be utilized for passing or sending any number ofreceived messages (e.g., V2X messages) to ITS 1012 for verification andprocessing. As will be described below, a particular type of filteringscheme due to thermal conditions at the vehicle computing system 1000may be implemented at the DS component 1008 of the modem 1002.

As further shown in FIG. 10A, vehicle computing system 1000 alsoincludes an application processor 1010. The application processor 1010includes an ITS 1012 (which can be the same as the ITS 455 of FIG. 4).One or more filtering schemes based on incoming processing loads andtemperature conditions of components of the vehicle computing system1000 may be implemented at the ITS 1012, as will be described below.

It should be noted that application processor 1010 is only used as anillustrative example, and that the process of thermal based loadbalancing can be performed by any processing system including, but notlimited to, one or more central processing units (CPUs), digital signalprocessors (DSPs), application specific integrated circuits (ASICs),field programmable gate arrays (FPGAs), application processors (APs),graphics processing units (GPUs), vision processing units (VPUs), NeuralNetwork Signal Processors (NSPs), microcontrollers, dedicated hardware,any combination thereof, and/or other processing device or system.

The application processor 1010 further includes a verification library1014 (also referred to as the library 1014). The verification library1014 may be a software and/or hardware platform for verification ofsigned and secure messages received at vehicle computing system 450 fromother vehicles, UEs, and/or RSUs as described in the present disclosure.The verification library 1014 supports secure message formats andprocessing thereof as defined in IEEE 1609.2 and ETSI TS 103097 V2Vsecurity standards. The verification library 1014 may be a directorystructure that contains shared libraries, headers, documentation, andtest applications (e.g., for Red Hat Packet Manager (RPM) compatibleLinux and Windows ports).

The application processor 1010 further includes a dispatcher 1016, oneor more processing cores 1018 (also referred to as one or moreverification processors), a load balancer 1020, a latency sensor(s)1022, a thermal manager 1024, and a throttling manager 1026. Componentsof application processor 1010 are not limited to those shown in FIG. 10Aand may include any other known or to be developed component(s) forintended operation and functionalities of application processor 1010.

The dispatcher 1016 may be utilized to distribute incoming messages atverification library 1014 to the one or more processing cores 1018 forprocessing/verification (e.g., according to a verification sequencecommand received from the load balancer 1020).

The one or more processing cores 1018 (e.g., one or more verificationprocessors) are configured to verify the received messages according toany known or to be developed processing and/or verification methods. Aswill be further described below, the processing capacity of any one ormore of the processing cores 1018 may vary depending on theircorresponding thermal conditions and/or the overall thermal condition ofthe vehicle computing system 1000 and/or one or more components of thevehicle computing system 1000.

While a thermal condition (temperature) is described herein as a factoror condition that may affect processing capacity of the vehiclecomputing system 1000, the present disclosure is not limited totemperature and may include other factors or conditions including, butnot limited to, a humidity, an amount of light exposure, an amount ofventilation (e.g., when a ventilation mechanism such as a vent becomesblocked), any combination thereof, and/or other characteristics orfactors of the vehicle computing system 1000 and/or one or morecomponents of the vehicle computing system 1000.

Thermal based load balancing and filtering schemes may be implemented toensure that at any given temperature level, processing loads (number ofincoming messages such as C-V2X messages received from the nearbydevices) remain at or below the sum of individual processing capacitiesof the one or more processing cores 1018.

The one or more processing cores 1018 can be any one or more or acombination of an Advanced RISC (Reduced Instruction Set Computer)Machine (ARM), an Audio Digital Signal Processor (aDSP), a Compute DSP(cDSP), a Graphics Processing Unit (GPU), a Neural Signal Processor(NSP), an air7 processor, a dedicated core for handling crypto functionsor a Security Processor Unit (SPU), and/or other processing cores.

The load balancer 1020 is configured to monitor load and processingconditions of various components of the vehicle computing system 1000 toensure smooth and continuous operation of the vehicle computing system1000. Among other parameters and as will be described below, the loadbalancer 1020 may monitor various thermal conditions of components ofthe vehicle computing system 1000, a rate of arrival of incomingmessages (from the ITS 1012), processing delay information (from thelatency sensor(s) 22) and thermal measurement information (from thethermal manager 1024) and provide information on thermal levels andconditions to the throttling manager 1026 for implementing a filteringmechanism. This process will be further described below.

The latency sensor(s) 1022 may be configured to measure latency inprocessing of received messages by any one or more of the processingcores 1018 and/or the latency at any one or more of the components ofthe vehicle computing system 1000 in performing their correspondingfunctionalities.

The thermal manager 1024 is configured to measure instantaneoustemperature of any one or more components of the vehicle computingsystem 1000 including the one or more processing cores 1018. In someexamples, the thermal manager 1024 may be part of the sensor system(s)456 of FIG. 4.

The throttling (filtering) manager 1026, as will be described below, canreceive thermal level information and throttling (filtering) levelinformation from the load balancer 1020, and can determine a filteringmechanism for filtering the messages. Subsequent to the selection of afiltering mechanism, the throttling manager 1026 can send commands forimplementation of such filtering mechanisms to the ITS 1012, the thermalmanagement component 1004, and/or the DS component 1008 forimplementation.

FIG. 10B is a block diagram illustrating another example configurationof inner components of the vehicle computing system 450. The vehiclecomputing system 1050 of FIG. 10B can be the same as vehicle computingsystem 1000 of FIG. 10A or vehicle computing system 450 of FIG. 4.Vehicle computing system 1050 can include a dispatcher 1052, a loadbalancer 1054, a thermal engine 1056, a throttling manager 1058, anintelligent transport system (ITS) 1060, a V2X stack 1062 and a DScomponent 1064 of a modem 1065, all of which will be described below.

The dispatcher 1052 may be the same as the dispatcher 10110 and the loadbalancer 1054 may be the same as the load balancer 1020 of FIG. 10A. Thecommunication between the dispatcher 1052 and the load balancer 1054 maybe bi-directional. For example, the load balancer 1054 may receive averification rate of verifying the incoming messages by the one or moreprocessing cores 1018 of FIG. 10A, and in return the load balancer 1054may provide commands to the dispatcher 1052 including instructions for averification sequence and verification periodicity. As will be describedbelow, a verification rate may also be referred to as a processing load(instantaneous processing load) of the vehicle computing system 1050. Inone example, the verification rate can be determined as a differencebetween a rate of incoming messages (e.g., incoming V2X message rateover a Remote Network (RmNET) received at the vehicle computing system1050) and a current filtering rate of the ITS 1060.

In one example, the load balancer 1054 may take both power and latencycosts into consideration using weighted averaging (or any other known orto be developed method) to formulate a load distribution scheme (e.g.,including a verification sequence and the verification periodicity) forimplementation amongst the one or more processing cores 1018. Weightsused in the weighted averaging may be based on junction temperatures(Tj) (which can include a transistor junction temperature) of a siliconinside the one or more processing cores 1018. For example, when the Tjis lower than a threshold (e.g., a configurable parameter determinedbased on experiments and/or empirical studies), the vehicle computingsystem 1050 may assign more weightage performance factors such aslatency per verification. In another example, when the Tj is greaterthan the threshold, the vehicle computing system 1050 may assign moreweightage to power efficiency such as mW of power used per verification.

The thermal engine 1056 may be a sensor system from the sensor system(s)456 that can measure and monitor temperatures of various components ofthe vehicle computing system 1050 in the same manner as the loadbalancer 1020 of FIG. 10A. The thermal engine 1056 may becommunicatively coupled to both the load balancer 1054 and thethrottling manager 1058 (the throttling manager 1058 may be the same asthe throttling manager 1026 of FIG. 10A). The thermal engine 1056 canprovide temperature information (thermal levels of one or more of theprocessing core(s) 1018 and/or any other component of the vehiclecomputing system 1050) to the throttling manager 1058 as well as to theload balancer 1054. In one example, the thermal engine 1056 can alsoprovide additional information, such as operating points (e.g., speed,frequency, etc.) of the one or more processing cores 1018, to the loadbalancer 1054. The load balancer 1054 can also provide throttling(filtering) levels (defined below with reference to FIG. 13 and Eq. 2)to the throttling manager 1058.

The throttling manager 1058, based on the received thermal levels,throttling levels, and processing load information, can determine anappropriate filtering mechanism to be implemented by any one of the ITS1060, the V2X stack 1062 of the modem 1065 (which can be the same as themodem 1002 of FIG. 10A), and/or the DS component 1064 of the modem 1065.

With example system configurations described above with reference toFIGS. 1-10B, the disclosure now turns to description of exampleprocesses to be implemented for thermal aware (thermal based) loadbalancing to ensure that a vehicle computing system (such as the vehiclecomputing system 450, vehicle computing system 1000 and/or vehiclecomputing system 1050 described above with reference to FIGS. 4, 10A and10B described above) can process important information received fromnearby devices when thermal conditions reduce processing capabilities ofthe vehicle computing system. Thermal based load balancing will bedescribed below with reference to components of the vehicle computingsystem 1000 of FIG. 10A. However, the following thermal based loadbalancing concepts can be similarly applied to example computing systems450 of FIG. 4 and/or vehicle computing system 1050 of FIG. 10B.Furthermore, it is assumed that the vehicle computing system 1000 isbeing used inside the vehicle 404 of FIG. 4.

As noted above, problems can arise when temperatures of variousunderlying hardware components (such as the one or more processing cores1018, which as noted above can be referred to as verificationprocessors) of the vehicle computing system 1000 rise. As hardwaretemperatures rise, their clock frequency and consequently processingcapabilities are reduced. Continuous operation of the vehicle computingsystem 1000 in extreme temperature conditions (e.g., between −85°Celsius and 125° Celsius) is important. Furthermore, it is known thatthe process of verifying incoming messages such as C-V2X messages (basedon IEEE 1509.6 standard) are computationally intensive and delaysensitive. In some examples, the incoming messages may be ITS messagesand may include Basic Safety Messages (BSM). As the number of incomingmessages increase, the vehicle computing system 1000 has to process ahigher number of verifications of the received messages (e.g., perseconds). Thermal conditions adversely affect the ability of the vehiclecomputing system 1000 to perform the necessary number of verificationsper seconds. Current filtering mechanisms are based on relevancy of thereceived messages and do not take varying thermal and load conditionsinto consideration. Therefore, it is important to ensure timelyprocessing and verification of the incoming messages, under any giventhermal condition, in order to provide appropriate operational andsafety commands for proper and safe operation of the vehicle 404.

Utilizing the load balancer 1020, the vehicle computing system 1000 candetermine the current (e.g., instantaneous) processing load (amount ofnumber of incoming messages received from the nearby devices in vicinityof the vehicle 404) and current temperature(s) of one or morecomponents/hardware of the vehicle computing system 1000 to determine anoptimized filtering mechanism. The optimized filtering mechanism canthen be implemented at one or more internal components of the vehiclecomputing system 1000 (such as the thermal management component 1004 ofthe modem 1002, the DS component 1008 of the modem 1002 and/or the ITS1012 of the application processor 1010) to filter/drop less important ofthe incoming messages such that the processing load of the vehiclecomputing system 1000 remains at or below a total processing capacity ofthe one or more processing cores 1018 of the vehicle computing system1000.

FIG. 11 is a flow diagram illustrating an example of a process 1100 forperforming thermal based load balancing. FIG. 11 will be described fromthe perspective of the vehicle computing system 1000 of FIG. 10A.However, it should be understood that the vehicle computing system 1000may have one or more processors configured to execute storedcomputer-readable instructions corresponding to each of the componentsof the vehicle computing system 1000 described above with reference toFIG. 10A, to implement various steps of the process of FIG. 11.

At operation 1101, the vehicle computing system 1000 receives incomingmessages (a plurality of messages) to be processed. As described above,the incoming messages may be C-V2X signed messages received from anumber of nearby devices in the vicinity of the vehicle 404. Such nearbydevices may be other vehicles such as vehicles 304 and/or 305 of FIG. 3,BS 302 of FIG. 3, one or more UEs such as UE 307 of FIG. 3, one or moreRSUs such as RSU 303 of FIG. 3, etc. In an example setting of thevehicle 404 being on a congested interstate highway, such nearby devicesmay be tens or hundreds of nearby vehicles on the interstate highway inthe vicinity of the vehicle 404, smart nearby traffic managementcomponents such as information boards, traffic lights, passing publictransportation vehicles, mobile devices such as UE 407, etc.

At operation 1102, the vehicle computing system 1000 determines athermal level associated with the vehicle 404. For example, the thermallevel can be a thermal level of one or more hardware componentsassociated with the vehicle computing system 1000 including, but notlimited to, the modem 1002, the application processor 1010, the one ormore processing cores 1018 (e.g., verification processors), a telematicscontrol unit (TCU) of the vehicle 404, etc. In another example, thethermal level can be the thermal level of any other component of thevehicle 404 or more generally the thermal level of the vehicle 404. Thethermal level may be a range of temperatures that can be determinedbased on experiments and/or empirical studies. For example, differenttypes of processors used as each of the one or more processing cores1018, may have varying performances under different thermal conditions.As a non-limiting example, a thermal level (temperature level) 0 may bedefined to include the range of 0-15 degrees Celsius, a thermal level 1may be defined to include the range of 16-30 degrees Celsius, a thermallevel 2 may be defined to include the range of 31-100 degrees and athermal level 3 may be defined to include the range of 46 degreesCelsius and above. A number of thermal levels and corresponding rangesmay be more or less and are not limited to examples described above.

The vehicle computing system 1000 can determine the thermal level basedon current temperature measurements by the load balancer 1020 of FIG.10A, where the measurements are provided to the load balancer 1020 andthe load balancer 1020 determines the thermal level based on thetemperature measurements and the thermal levels defined above. In oneexample, the temperature measurement may be indicative of the currenttemperature of a single processor or may be an average of temperaturesof multiple processors and components associated with the vehiclecomputing system 1000.

At operation 1104, the vehicle computing system 1000 determines aprocessing load (load condition) of the vehicle computing system 1000.In some examples, the processing load can be a current processing loadof the vehicle computing system 1000. In some examples, the processingload can be a predicted processing load of the vehicle computing system1000 at a future location prior to the vehicle 404 arriving at thefuture location. In some examples, the processing load can be acombination of the current processing load and the predicted processingload.

The current processing load is indicative of a size (a number) of theincoming messages received at operation 1101 that are to be verified bythe one or more processing cores 1018. The current processing load maybe defined as a total size of the messages (e.g., in megabytes orgigabytes). In one example and during a peak load on a highway or aroad, the vehicle 404 may be surrounded by two-hundred and fifty (250)nearby vehicles from each of which ten messages may be received everysecond. This results in twenty-five hundred (2500) messages to beprocessed every second by the vehicle control computing system 1000.Assuming a size five hundred (500) bytes per message, a currentprocessing load of the vehicle computing system 1000 may be 1.25Gigabytes of data. A current processing load of the vehicle computingsystem 1000 may be expressed as M, with i indicating the current timeand being an integer equal to or greater than zero (0). In one example,M_(i) may be the same as the verification rate described above withreference to FIG. 10B.

In some cases, as noted above, the processing load can be a predictedprocessing load of the vehicle computing system 1000 at a futurelocation prior to the vehicle 404 arriving at the future location. Insuch cases, the vehicle computing system 1000 can receive informationdescribing traffic conditions at an identified future location (e.g., anintersection at which the vehicle 404 may arrive within a given timeperiod in the future, such as within five minutes, ten minutes, etc.).Using the information regarding the traffic conditions, the vehiclecomputing system 1000 can predict a number of incoming messages that thevehicle computing system 1000 can expect to receive at the identifiedfuture location upon arrival of the vehicle 404 at the identified futurelocation. Predicting the number of incoming messages can be based on anyknown or to be developed methodology. For example, using historical dataof number of messages received in traffic conditions similar to thetraffic conditions expected at the identified future location, thevehicle computing system 450 can predict the expected number of theincoming messages at the identified future location. Other methodologiesincluding utilizing a neural network trained using known or to bedeveloped machine learning techniques are also within the scope of thepresent disclosure. A trained neural network may receive informationregarding the traffic conditions at the identified future location asinput and can provide, as output, an expected number of incomingmessages once the vehicle 404 arrives at the identified future location.

At operation 1106, the vehicle computing system 1000 determines aprocessing capacity of the vehicle computing system 1000. In oneexample, such processing capacity may be the sum of processingcapacities (referred to as instantaneous processing capacities) ofindividual verification processors (e.g., of the one or more processingcores 1018) of the vehicle computing system 1000. Assuming j number ofprocessors forming the verification processors (j being an integer equalto or greater than 1), a processing capacity thereof at time i (i beingan integer equal to or greater than 0), may be expressed at m_(ji).

Accordingly, at any given time, the processing capacity of the vehiclecomputing system 1000 may be expressed as:

C=Σ_(j=1) ^(k)m_(ji)   (Eq. 1)

With C being the total processing capacity of the vehicle computingsystem 1000 and k being an integer equal to or greater than 1 andcorresponding to the total number of verification processors (e.g., thetotal number of the one or more processing cores 1018).

At operation 1108, the vehicle computing system 1000 determines, basedon the processing load (e.g., predicted processing load and/or currentprocessing load as described above) and the thermal level, which type offiltering (throttling) mechanism to apply in order to ensure that theprocessing load remains at or below a threshold (the threshold is thevariable C in Eq. 1 above). Determining the filtering mechanism caninclude selecting a filtering mechanism and/or calculating a filteringmechanism. Determination and implementation of a particular filteringmechanism will be described below with reference to FIG. 12.

Upon determining a filtering mechanism at operation 1108, the vehiclecomputing system 1000 applies the filtering mechanism to filter(throttle) the incoming messages in order to ensure that the processingload of the vehicle computing system 1000 remains at or below the valueof variable C in Eq. 1.

With messages filtered according to the filtering mechanism applied perthe process of FIG. 11, the vehicle computing system 1000 (and morespecifically the load balancer 1020), can perform load balancing fordistributing the filtered messages among the processing cores 1018 forprocessing (e.g., based on power and latency factors, as describedabove). In one example, the load balancer 1020 can be configured withone or more knobs (e.g., one or more parameter) that can be adjustedaccording to a given thermal level. Adjusting the one or more parameters(or knobs) can cause the load balancer 1020 to be more or less sensitiveto the thermal levels (e.g., be less responsive to perform loadbalancing at lower thermal levels and be more responsive at higherthermal levels). One advantageous aspect of such adjustable parameter(s)can be a smoother transition between performance optimized loadbalancing and thermal based load balancing across the different thermallevels.

FIG. 12 is a flow chart illustrating an example of a process 1200 ofselecting a filtering mechanism to be applied in the thermal based loadbalancing process of FIG. 11. FIG. 12 describes example processes fordetermining a filtering mechanism to apply to the incoming messages atoperation 1108 of FIG. 11. FIG. 12 will be described from theperspective of the vehicle computing system 1000 in general and morespecifically from the perspective of the load balancer 1020 and thethrottling manager 1026 of the vehicle computing system 1000.Furthermore, FIG. 12 will be described with reference to thenon-limiting example of 4 thermal levels (0, 1, 2, 3), as describedabove with reference to operation 1102.

At operation 1201, the load balancer 1020 determines whether the thermallevel is 0. If the thermal level is 0 (e.g., current temperatures of thehardware components associated with the vehicle computing system 1000are between 0 to 15 degrees Celsius), at operation 1202, the loadbalancer 1020 determines that no throttling is needed (the selectedfiltering mechanism would be to not apply any filtering mechanism) tofilter or drop one or more of the received messages.

However, if at operation 1201, the load balancer 1020 determines thatthe thermal level is not 0, then at operation 1204, the load balancer1020 determines whether the thermal level is 1. If at operation 1204,the load balancer 1020 determines that the thermal level is 1 (e.g.,current temperatures of the hardware components associated with thevehicle computing system 1000 are between 16-30 degrees Celsius), atoperation 1206, the load balancer 1020 determines whether the processingload M, is equal to or less than C defined above per Eq. 1. If atoperation 1206, the load balancer 1020 determines that M_(i) is equal toor less than C, the process reverts back to operation 1202 and thethrottling manager 1026 determines that no throttling is needed (nofiltering mechanism is to be applied) to filter or drop one or more ofthe received messages.

However, if at operation 1206, the load balancer 1020 determines thatthe processing load M is greater than C defined in Eq. 1 above, the loadbalancer 1020 determines a throttling level (also referred to as afiltering level). A throttling level may be defined as:

$\begin{matrix}{{{Throttling}\mspace{14mu}({Filtering})\mspace{14mu}{Level}} = {\max\left( {\frac{M_{i} - {\sum_{j = 1}^{k}m_{ji}}}{\sum_{j = 1}^{k}m_{ji}},\ 0} \right)}} & \left( {{Eq}.\mspace{14mu} 2} \right)\end{matrix}$

where M_(i) is as defined above and Σ_(j=1) ^(k)m_(ji) is defined perEq. 1. Eq. 2 provides that a throttling level may be determined as themaximum of a zero value (0) and a difference between the processing loadof the vehicle computing system 1000 and the processing capacity of thevehicle computing system given by Eq. 1.

The load balancer 1020 can send the throttling level to the throttlingmanager 1026. At operation 1208, the throttling manager 1026 determineswhether the throttling level is less than a throttling threshold. Thethreshold against which the throttling level is compared may be aconfigurable parameter determined based on experiments and/or empiricalstudies.

If the throttling level is less than the threshold, then at operation1210, the throttling manager 1026 selects a first filtering mechanism tobe applied. In one example, the first filtering mechanism includesfiltering incoming messages at the ITS 1012. Based on selection of thefirst filtering mechanism, the throttling manager 1026 sends a commandto the ITS 1012 with instructions detailing a filtering criteria forfiltering the incoming messages.

Filtering the incoming messages may be based on any known or to bedeveloped criteria or factor. In some examples, incoming messages mayhave corresponding information or metadata associated therewithincluding, but not limited to, a distance of the corresponding nearbydevice or vehicle (from which the message is received) from the vehicle404, a direction of travel or movement of the corresponding nearbydevice or vehicle, the speed of travel or movement of the correspondingnearby device, the type (content) of the received message, etc. Eachexample item of information or metadata can be used as a filteringcriteria or a filtering factor. In one example, the filtering criteriamay be to filter messages based on distance. For instance, messagesreceived from nearby devices that are more than 100 meters away from thevehicle 404 may be filtered. In another example, the filtering criteriamay be to filter messages from the nearby devices that are traveling inthe opposite direction from the vehicle 404. In another example, thefiltering criteria may be to filter the messages with no content relatedto speed and direction of movement of the corresponding vehicle. Inanother example, the filtering criteria may be based on a combination ofcriteria described above.

Referring back to operation 1208, if the throttling manager 1026determines that the throttling level is not less than the threshold,then at operation 1212, the throttling manager 1026 selects a secondfiltering mechanism to be applied. In one example, the second filteringmechanism includes filtering incoming messages at the ITS 1012 as wellas the V2X stack 1006 of the modem 1002. Based selection of the secondfiltering mechanism, the throttling manager 1026 sends at least onecommand to the ITS 1012 with instructions detailing a filtering criteriafor filtering the incoming messages and at least one other command tothe thermal management component 1004 of the modem 1002 to filter themessages at the V2X stack 1006 of the modem 1002.

In one example, the command sent to the ITS 1012 may be to apply adifferent filtering criteria to the incoming messages than the filteringcriteria to be applied at the V2X stack 1006 of the modem 1002. Inanother example, the filtering criteria applied at the ITS 1012 and theV2X stack 1006 of the modem 1002 may be the same with slight degreevariation. For example, when the filtering criteria is to filter basedon distance, the command sent to the V2X stack 1006 of the modem 1002may be to filter/drop the messages from the nearby vehicles that are 150meters or more from the vehicle 404 while the command sent to the ITS1012 may be to filter/drop the messages from the nearby vehicles thatare more than 75 meters from the vehicle 404.

Referring back to operation 1204, if the load balancer 1020 determinesthat the thermal level is not 1, then at operation 1214, the loadbalancer 1020 determines whether the thermal level is 2. If at operation1214, the load balancer 1020 determines that the thermal level is 2(e.g., current temperatures of the hardware components associated withthe vehicle computing system 1000 are between 31-100 degrees Celsius),at operation 1216, the load balancer 1020 determines whether theprocessing load M is equal to or less than C defined above per Eq. 1.

If at operation 1216, the load balancer 1020 determines that M is equalto or less than C, then at operation 1218, the throttling manager 1026selects a third filtering mechanism to be applied. In one example, thethird filtering mechanism is to filter the incoming messages accordingto any filtering criteria at the V2X stack 1006 of modem 1002.Accordingly, the throttling manager 1026 sends a command to the thermalmanagement component 1004 of the modem 1002 to filter the messages(according a filtering criteria such as one or more of example criteriadescribed above) at the V2X stack 1006 of the modem 1002.

If at operation 1216, the load balancer 1020 determines that M isgreater than C, the load balancer sends the throttling level to thethrottling manager 1026. Then at operation 1220, the throttling manager1026 determines whether the throttling level (determined per Eq. 2) isequal to or less than the throttling threshold defined above. If thethrottling level is equal to less than the throttling threshold, then atoperation 1222, the throttling manager 1026 selects a fourth filteringmechanism to be applied. The fourth filtering mechanism may include thethird filtering mechanism (i.e., filter the incoming messages accordingto any filtering criteria at the V2X stack 1006 of modem 1002) as wellas filtering the messages at the downstream component 1008 of the modem1002. In one example, filtering the messages at the downstream component1008 may include dropping messages based on their source addressregardless of the content and metadata included therein. In thisexample, the ITS 1012 may send a list of source addresses (e.g.,identifiers of nearby vehicles) to the downstream component 1008. Usingthe list of source addresses, the downstream component 1008 can filter(e.g., drop) any message with a source identifier that matches one ofthe identifiers on the list.

However, if at operation 1220, the throttling manager 1026 determinesthat the throttling level is greater than the throttling threshold, thenat operation 1224, the throttling manager 1026 selects a fifth filteringmechanism to be applied. In one example, the fifth filtering mechanismmay include the third filtering mechanism (i.e., filter the incomingmessages according to any filtering criteria at the V2X stack 1006 ofmodem 1002) as well as more aggressive filtering of the messages at thedownstream component 1008 of the modem 1002 relative to the fourthfiltering mechanism. For example, the list of source addresses includedin the list provided to the downstream component 1008 for filtering islarger and includes more sources compared to the list provided to thedownstream component 1008 in the fourth filtering mechanism at operation1222.

Referring back to operation 1214, if the load balancer 1020 determinesthat the throttling level is not 2, then at operation 1226 the loadbalancer determines that the throttling level is 3 (e.g., currenttemperatures of the hardware components associated with the vehiclecomputing system 1000 are 46 degrees Celsius and above).

At operation 1228, the load balancer 1020 determines whether theprocessing load M is equal to or less than C defined above per Eq. 1. Ifat operation 1228, the load balancer 1020 determines that M is equal toor less than C, then at operation 1230, the throttling manager 1026selects a sixth filtering mechanism to be applied. In one example, thesixth filtering mechanism is to filter the messages according to thethird filtering mechanism (i.e., filter the incoming messages accordingto any filtering criteria at the V2X stack 1006 of modem 1002) as wellas aggressive filtering of the messages at the downstream component 1008of the modem 1002. In one example, this relatively more aggressivefiltering includes providing a list of source addresses to thedownstream component 1008 for filtering that is larger and includes moresources compared to the list provided to the downstream component 1008in the fourth filtering mechanism at operation 1222 or the fifthfiltering mechanism at operation 1224.

If at operation 1228, the load balancer 1020 determines that M_(i) isgreater than C, the load balancer sends the throttling level to thethrottling manager 1026. Then at operation 1232, the throttling manager1026 selects a seventh filtering mechanism to be applied. In oneexample, the seventh filtering mechanism includes shutting off the V2Xstack 1006 in order to stop receiving any new messages from the nearbydevices. In one example, the shut off of the V2X stack 1006 may continueuntil the processing load is no longer more than C at the thermal level3.

Those having ordinary skill in the art can readily appreciate that theabove four thermal levels are non-limiting and exemplary only and thatupon having more or less thermal levels, the number of distinctfiltering mechanism may also be more or less, respectively.

The thermal balancing systems and techniques described herein enable aUE (e.g., a vehicle, a user device, and/or other UE) or other device(e.g., an RSU etc.) to analyze various thermal and processing loadconditions to select and implement thermal based load balancing in orderto ensure that at any given temperature level, processing loads (e.g., anumber of incoming messages such as V2X messages received from nearbydevices) remain at or below a threshold. Maintaining the processing loadat or below the threshold can in turn ensure that the vehicle computingsystem can process (e.g., verify) the incoming messages. Verification ofthe incoming messages can have various safety and operationalimplications for a corresponding vehicle, such as alerting a driver ofthe vehicle of an impending/possible accident ahead, a red light ahead,a pedestrian crossing the road to, lane change negotiations, left orright turns at stop signs, etc.

In addition to temperature and thermal conditions, other environmentalfactors that may adversely affect the performance of the vehiclecomputing system 1000 of FIG. 10A (and/or vehicle computing systems 450and 1050 of FIGS. 4 and 10B, respectively), can also be considered inselecting a proper filtering mechanism to ensure the above describedadherence of a processing load of a vehicle computing system to athreshold. Such other factors include, but are not limited to, ahumidity of the vehicle computing system 1000 or component thereof(e.g., the modem 1002 or other component), an amount of light exposed tothe vehicle computing system 1000 or component thereof (e.g., the modem1002 or other component), an amount of ventilation of the vehiclecomputing system 1000 or component thereof (e.g., when a ventilationmechanism such as a vent used within the vehicle computing system 1000becomes blocked), any combination thereof, and/or other characteristicsor factors. Such factors can be considered alone or in combination withthe thermal conditions as described with reference to FIGS. 11 and FIG.12.

The process of utilizing a throttling manager/load balancer to filterincoming messages and/or perform load balancing are described abovewithin the context of V2X communications. However, the presentdisclosure is not limited thereto and the process of filtering messagesand/or load balancing are applicable to other types of communications,such as D SRC (802.11p) communications.

While numerous examples are described in the present disclosure in thecontext of a vehicle and processing of messages received from nearbydevices at such vehicle, the disclosure is not limited thereto. Forexample, the concepts described in this disclosure are equallyapplicable within any device-to-device communication context (or othercommunication context, such as device-to-network) where environmentalfactors can adversely affect the processing capacities of such devicesand thus a proper filtering mechanism should be applied to ensure thatimportant messages are timely processed.

FIG. 13 is a flow diagram illustrating an example of a thermal basedload balancing process 1300. At operation 1301, the process includesreceiving a plurality of messages from one or more devices. In someexamples, the plurality of messages can be vehicle-to-everything (V2X)messages (e.g., C-V2X messages), such as V2X messages that are based onIEEE 1509.6 standard. In some implementations, the plurality of messagescan be intelligent transport system (ITS) messages, which may includeBasic Safety Messages (BSM) and/or other types of messages. In somecases, the plurality of messages can be signed using a signature. Insuch cases, the process includes verifying the plurality of messagesbased on the signature (e.g., by verifying or validating the signatureof the messages). In some examples, each of the plurality of messagesreceived from the one or more devices includes information associatedwith at least one of a speed, a direction of movement (or heading), adistance of a corresponding one of the one or more devices, anycombination thereof, and/or other information.

In some examples, the one or more devices include at least one of avehicle, a mobile device, a roadside unit, a traffic management system,a public transportation vehicle, any combination thereof, and/or otherdevice. In some examples, the apparatus can be a vehicle computingsystem of a vehicle, such as any one of the vehicle computing systems450, 1000, and 1050 of the vehicle 404.

At operation 1302, the process includes determining a thermal level. Thethermal level is associated with the apparatus, such as a thermal levelof one or more hardware components associated with a vehicle computingsystem (e.g., the vehicle computing system 1000). The one or morehardware components can include, for example, the modem 1002, theapplication processor 1010, the one or more processing cores 1018 (e.g.,verification processors), a telematics control unit (TCU), anycombination thereof, and/or other hardware component. In some examples,the thermal level can be generally the thermal level of the vehicle 404.In one example, the thermal level is one of a plurality of thermallevels. Each thermal level of the plurality of thermal levels cancorrespond to a range of temperatures of internal components of theapparatus. In some cases, the thermal level can include or be based onan ambient temperature of the apparatus (e.g., of the vehicle computingsystem) and/or can include transistor junction temperature (alsoreferred to as a junction temperature) of one or more components of theapparatus (e.g., a modem, an application processor, and/or othercomponent of the vehicle computing system).

At operation 1304, the process includes determining a processing load(e.g., a current processing load or a predicted processing loadassociated with the apparatus) based on at least a number of theplurality of messages. In one example, the process further includesdetermining a filtering level based on the processing load and aprocessing capacity associated with the apparatus (e.g., one or morehardware components of the apparatus or the apparatus in general). Insome examples, the process includes determining the filtering level as amaximum from a zero value and a ratio of: a difference between theprocessing load and the processing capacity; and the processingcapacity. In one illustrative example, the filtering level can bedefined according to Eq. 2 above.

In some examples, the apparatus includes one or more verificationprocessors configured to process the plurality of messages. In suchexamples, the process can include determining the processing capacity ofthe apparatus based on a sum of instantaneous processing capacities ofthe one or more verification processors. For example, the sum ofinstantaneous processing capacities can be defined according to Eq. 1above.

At operation 1306, the process includes determining (e.g., selecting,calculating, and/or otherwise determining), based on the thermal leveland the processing load, a filtering scheme to be applied for filteringthe plurality of messages in order to maintain the processing load at orbelow the processing capacity. In some cases, a threshold can be definedbased on the processing capacity of the apparatus. In some examples,selecting the filtering scheme is based on the thermal level, theprocessing load, and the filtering level.

In some examples, the process includes determining the filtering schemefrom a plurality of filtering schemes. Each filtering scheme of theplurality of filtering schemes can result in a different volume oramount of the plurality of messages to be filtered. In one example, thefiltering scheme includes not filtering the plurality of messages whenthe thermal level is a lowest defined thermal level. In yet anotherexample, the filtering scheme includes shutting off a component of amodem associated with the apparatus to prevent reception of additionalmessages for processing at the apparatus until the processing load ofthe apparatus drops below the processing capacity or threshold.

In some examples, each filter scheme of the plurality of filteringschemes includes instructions identifying the one or more components atwhich the plurality of messages are to be filtered and a correspondingfiltering criteria according to which the plurality of messages are tobe filtered. When applying the corresponding filtering criteria, theprocess can include filtering the plurality of messages based on one ormore of distances of the one or more devices, directions of movement ofthe one or more devices, and speeds of the one or more devices.

At operation 1308, the process includes applying the filtering schemeusing one or more components associated with the apparatus to filter theplurality of messages. In some examples, as the thermal level increases,the filtering scheme (when applied) results in a larger number of theplurality of messages being filtered. In some examples, as the thermallevel and the processing load increase, the filtering scheme (whenapplied) results in a larger number of the plurality of messages beingfiltered. As the thermal level and/or processing load decrease, thefiltering scheme can reduce the number of messages being filtered,resulting in more messages being processed by the one or more componentsassociated with the apparatus. In some examples, the one or morecomponents that apply the filtering scheme include an ITS of theapparatus (e.g., ITS 1012 of the computing system 1000 etc.), a V2Xcomponent of a modem (e.g., V2X stack 1006 of modem 1002, V2X stack 1062of modem 1065, etc.) associated with the apparatus, a downstreamcomponent of the modem (e.g., downstream component 1008 of modem 1002,downstream component 1064 of modem 1065, etc.), any combination thereof,and/or other component of the apparatus.

In some examples, the processes described herein (e.g., process 900,process 1100, process 1200, process 1300, and/or other process describedherein) may be performed by a computing device or apparatus (e.g., aUE). In one example, the process 900 can be performed by the vehicle 404of FIG. 4. In another example, the process 900 can be performed by acomputing device with the computing system 1400 shown in FIG. 14. Forinstance, a vehicle with the computing architecture shown in FIG. 14 caninclude the components of the vehicle 404 of FIG. 4 and can implementthe operations of FIG. 9, the operations of FIG. 11, the operations ofFIG. 12, and/or the operations of FIG. 13.

In some cases, the computing device or apparatus may include variouscomponents, such as one or more input devices, one or more outputdevices, one or more processors, one or more microprocessors, one ormore microcomputers, one or more cameras, one or more sensors, and/orother component(s) that are configured to carry out the steps ofprocesses described herein. In some examples, the computing device mayinclude a display, one or more network interfaces configured tocommunicate and/or receive the data, any combination thereof, and/orother component(s). The one or more network interfaces can be configuredto communicate and/or receive wired and/or wireless data, including dataaccording to the 3G, 4G, 5G, and/or other cellular standard, dataaccording to the WiFi (802.11x) standards, data according to theBluetooth™ standard, data according to the Internet Protocol (IP)standard, and/or other types of data.

The components of the computing device can be implemented in circuitry.For example, the components can include and/or can be implemented usingelectronic circuits or other electronic hardware, which can include oneor more programmable electronic circuits (e.g., microprocessors,graphics processing units (GPUs), digital signal processors (DSPs),central processing units (CPUs), and/or other suitable electroniccircuits), and/or can include and/or be implemented using computersoftware, firmware, or any combination thereof, to perform the variousoperations described herein.

The processes 900, 1100, 1200, and 1300 are illustrated as logical flowdiagrams, the operation of which represents a sequence of operationsthat can be implemented in hardware, computer instructions, or acombination thereof. In the context of computer instructions, theoperations represent computer-executable instructions stored on one ormore computer-readable storage media that, when executed by one or moreprocessors, perform the recited operations. Generally,computer-executable instructions include routines, programs, objects,components, data structures, and the like that perform particularfunctions or implement particular data types. The order in which theoperations are described is not intended to be construed as alimitation, and any number of the described operations can be combinedin any order and/or in parallel to implement the processes.

Additionally, the process 900, the process 1100, the process 1200, theprocess 1300, and/or other process described herein may be performedunder the control of one or more computer systems configured withexecutable instructions and may be implemented as code (e.g., executableinstructions, one or more computer programs, or one or moreapplications) executing collectively on one or more processors, byhardware, or combinations thereof. As noted above, the code may bestored on a computer-readable or machine-readable storage medium, forexample, in the form of a computer program comprising a plurality ofinstructions executable by one or more processors. The computer-readableor machine-readable storage medium may be non-transitory.

FIG. 14 is a diagram illustrating an example of a system forimplementing certain aspects of the present technology. In particular,FIG. 14 illustrates an example of computing system 1400, which can befor example any computing device making up internal computing system, aremote computing system, a camera, or any component thereof in which thecomponents of the system are in communication with each other usingconnection 1405. Connection 1405 can be a physical connection using abus, or a direct connection into processor 1410, such as in a chipsetarchitecture. Connection 1405 can also be a virtual connection,networked connection, or logical connection.

In some embodiments, computing system 1400 is a distributed system inwhich the functions described in this disclosure can be distributedwithin a datacenter, multiple data centers, a peer network, etc. In someembodiments, one or more of the described system components representsmany such components each performing some or all of the function forwhich the component is described. In some embodiments, the componentscan be physical or virtual devices.

Example system 1400 includes at least one processing unit (CPU orprocessor) 1410 and connection 1405 that communicatively couples varioussystem components including system memory 1415, such as read-only memory(ROM) 1420 and random access memory (RAM) 1425 to processor 1410.Computing system 1400 can include a cache 1412 of high-speed memoryconnected directly with, in close proximity to, or integrated as part ofprocessor 1410.

Processor 1410 can include any general purpose processor and a hardwareservice or software service, such as services 1432, 1434, and 1436stored in storage device 1430, configured to control processor 1410 aswell as a special-purpose processor where software instructions areincorporated into the actual processor design. Processor 1410 mayessentially be a completely self-contained computing system, containingmultiple cores or processors, a bus, memory controller, cache, etc. Amulti-core processor may be symmetric or asymmetric.

To enable user interaction, computing system 1400 includes an inputdevice 1445, which can represent any number of input mechanisms, such asa microphone for speech, a touch-sensitive screen for gesture orgraphical input, keyboard, mouse, motion input, speech, etc. Computingsystem 1400 can also include output device 1435, which can be one ormore of a number of output mechanisms. In some instances, multimodalsystems can enable a user to provide multiple types of input/output tocommunicate with computing system 1400.

Computing system 1400 can include communications interface 1440, whichcan generally govern and manage the user input and system output. Thecommunication interface may perform or facilitate receipt and/ortransmission wired or wireless communications using wired and/orwireless transceivers, including those making use of an audio jack/plug,a microphone jack/plug, a universal serial bus (USB) port/plug, anApple™ Lightning™ port/plug, an Ethernet port/plug, a fiber opticport/plug, a proprietary wired port/plug, 3G, 4G, 5G and/or othercellular data network wireless signal transfer, a Bluetooth™ wirelesssignal transfer, a Bluetooth™ low energy (BLE) wireless signal transfer,an IBEACON™ wireless signal transfer, a radio-frequency identification(RFID) wireless signal transfer, near-field communications (NFC)wireless signal transfer, dedicated short range communication (DSRC)wireless signal transfer, 802.11 Wi-Fi wireless signal transfer,wireless local area network (WLAN) signal transfer, Visible LightCommunication (VLC), Worldwide Interoperability for Microwave Access(WiMAX), Infrared (IR) communication wireless signal transfer, PublicSwitched Telephone Network (PSTN) signal transfer, Integrated ServicesDigital Network (ISDN) signal transfer, ad-hoc network signal transfer,radio wave signal transfer, microwave signal transfer, infrared signaltransfer, visible light signal transfer, ultraviolet light signaltransfer, wireless signal transfer along the electromagnetic spectrum,or some combination thereof. The communications interface 1440 may alsoinclude one or more Global Navigation Satellite System (GNSS) receiversor transceivers that are used to determine a location of the computingsystem 1400 based on receipt of one or more signals from one or moresatellites associated with one or more GNSS systems. GNSS systemsinclude, but are not limited to, the US-based Global Positioning System(GPS), the Russia-based Global Navigation Satellite System (GLONASS),the China-based BeiDou Navigation Satellite System (BDS), and theEurope-based Galileo GNSS. There is no restriction on operating on anyparticular hardware arrangement, and therefore the basic features heremay easily be substituted for improved hardware or firmware arrangementsas they are developed.

Storage device 1430 can be a non-volatile and/or non-transitory and/orcomputer-readable memory device and can be a hard disk or other types ofcomputer readable media which can store data that are accessible by acomputer, such as magnetic cassettes, flash memory cards, solid statememory devices, digital versatile disks, cartridges, a floppy disk, aflexible disk, a hard disk, magnetic tape, a magnetic strip/stripe, anyother magnetic storage medium, flash memory, memristor memory, any othersolid-state memory, a compact disc read only memory (CD-ROM) opticaldisc, a rewritable compact disc (CD) optical disc, digital video disk(DVD) optical disc, a blu-ray disc (BDD) optical disc, a holographicoptical disk, another optical medium, a secure digital (SD) card, amicro secure digital (microSD) card, a Memory Stick® card, a smartcardchip, a EMV chip, a subscriber identity module (SIM) card, amini/micro/nano/pico SIM card, another integrated circuit (IC)chip/card, random access memory (RAM), static RAM (SRAM), dynamic RAM(DRAM), read-only memory (ROM), programmable read-only memory (PROM),erasable programmable read-only memory (EPROM), electrically erasableprogrammable read-only memory (EEPROM), flash EPROM (FLASHEPROM), cachememory (e.g., Level 1 (L1) cache, Level 2 (L2) cache, Level 3 (L3)cache, Level 4 (L4) cache, Level 5 (L5) cache, or other (L#) cache),resistive random-access memory (RRAM/ReRAM), phase change memory (PCM),spin transfer torque RAM (STT-RAM), another memory chip or cartridge,and/or a combination thereof.

The storage device 1430 can include software services, servers,services, etc., that when the code that defines such software isexecuted by the processor 1410, it causes the system to perform afunction. In some embodiments, a hardware service that performs aparticular function can include the software component stored in acomputer-readable medium in connection with the necessary hardwarecomponents, such as processor 1410, connection 1405, output device 1435,etc., to carry out the function. The term “computer-readable medium”includes, but is not limited to, portable or non-portable storagedevices, optical storage devices, and various other mediums capable ofstoring, containing, or carrying instruction(s) and/or data. Acomputer-readable medium may include a non-transitory medium in whichdata can be stored and that does not include carrier waves and/ortransitory electronic signals propagating wirelessly or over wiredconnections. Examples of a non-transitory medium may include, but arenot limited to, a magnetic disk or tape, optical storage media such ascompact disk (CD) or digital versatile disk (DVD), flash memory, memoryor memory devices. A computer-readable medium may have stored thereoncode and/or machine-executable instructions that may represent aprocedure, a function, a subprogram, a program, a routine, a subroutine,a module, a software package, a class, or any combination ofinstructions, data structures, or program statements. A code segment maybe coupled to another code segment or a hardware circuit by passingand/or receiving information, data, arguments, parameters, or memorycontents. Information, arguments, parameters, data, etc. may be passed,forwarded, or transmitted via any suitable means including memorysharing, message passing, token passing, network transmission, or thelike.

Specific details are provided in the description above to provide athorough understanding of the embodiments and examples provided herein,but those skilled in the art will recognize that the application is notlimited thereto. Thus, while illustrative embodiments of the applicationhave been described in detail herein, it is to be understood that theinventive concepts may be otherwise variously embodied and employed, andthat the appended claims are intended to be construed to include suchvariations, except as limited by the prior art. Various features andaspects of the above-described application may be used individually orjointly. Further, embodiments can be utilized in any number ofenvironments and applications beyond those described herein withoutdeparting from the broader spirit and scope of the specification. Thespecification and drawings are, accordingly, to be regarded asillustrative rather than restrictive. For the purposes of illustration,methods were described in a particular order. It should be appreciatedthat in alternate embodiments, the methods may be performed in adifferent order than that described.

For clarity of explanation, in some instances the present technology maybe presented as including individual functional blocks comprisingdevices, device components, steps or routines in a method embodied insoftware, or combinations of hardware and software. Additionalcomponents may be used other than those shown in the figures and/ordescribed herein. For example, circuits, systems, networks, processes,and other components may be shown as components in block diagram form inorder not to obscure the embodiments in unnecessary detail. In otherinstances, well-known circuits, processes, algorithms, structures, andtechniques may be shown without unnecessary detail in order to avoidobscuring the embodiments.

Further, those of skill in the art will appreciate that the variousillustrative logical blocks, modules, circuits, and algorithm stepsdescribed in connection with the aspects disclosed herein may beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, circuits,and steps have been described above generally in terms of theirfunctionality. Whether such functionality is implemented as hardware orsoftware depends upon the particular application and design constraintsimposed on the overall system. Skilled artisans may implement thedescribed functionality in varying ways for each particular application,but such implementation decisions should not be interpreted as causing adeparture from the scope of the present disclosure.

Individual embodiments may be described above as a process or methodwhich is depicted as a flowchart, a flow diagram, a data flow diagram, astructure diagram, or a block diagram. Although a flowchart may describethe operations as a sequential process, many of the operations can beperformed in parallel or concurrently. In addition, the order of theoperations may be re-arranged. A process is terminated when itsoperations are completed, but could have additional steps not includedin a figure. A process may correspond to a method, a function, aprocedure, a subroutine, a subprogram, etc. When a process correspondsto a function, its termination can correspond to a return of thefunction to the calling function or the main function.

Processes and methods according to the above-described examples can beimplemented using computer-executable instructions that are stored orotherwise available from computer-readable media. Such instructions caninclude, for example, instructions and data which cause or otherwiseconfigure a general purpose computer, special purpose computer, or aprocessing device to perform a certain function or group of functions.Portions of computer resources used can be accessible over a network.The computer executable instructions may be, for example, binaries,intermediate format instructions such as assembly language, firmware,source code. Examples of computer-readable media that may be used tostore instructions, information used, and/or information created duringmethods according to described examples include magnetic or opticaldisks, flash memory, USB devices provided with non-volatile memory,networked storage devices, and so on.

In some embodiments the computer-readable storage devices, mediums, andmemories can include a cable or wireless signal containing a bitstreamand the like. However, when mentioned, non-transitory computer-readablestorage media expressly exclude media such as energy, carrier signals,electromagnetic waves, and signals per se.

Those of skill in the art will appreciate that information and signalsmay be represented using any of a variety of different technologies andtechniques. For example, data, instructions, commands, information,signals, bits, symbols, and chips that may be referenced throughout theabove description may be represented by voltages, currents,electromagnetic waves, magnetic fields or particles, optical fields orparticles, or any combination thereof, in some cases depending in parton the particular application, in part on the desired design, in part onthe corresponding technology, etc.

The various illustrative logical blocks, modules, and circuits describedin connection with the aspects disclosed herein may be implemented orperformed using hardware, software, firmware, middleware, microcode,hardware description languages, or any combination thereof, and can takeany of a variety of form factors. When implemented in software,firmware, middleware, or microcode, the program code or code segments toperform the necessary tasks (e.g., a computer-program product) may bestored in a computer-readable or machine-readable medium. A processor(s)may perform the necessary tasks. Examples of form factors includelaptops, smart phones, mobile phones, tablet devices or other small formfactor personal computers, personal digital assistants, rackmountdevices, standalone devices, and so on. Functionality described hereinalso can be embodied in peripherals or add-in cards. Such functionalitycan also be implemented on a circuit board among different chips ordifferent processes executing in a single device, by way of furtherexample.

The instructions, media for conveying such instructions, computingresources for executing them, and other structures for supporting suchcomputing resources are example means for providing the functionsdescribed in the disclosure.

The techniques described herein may also be implemented in electronichardware, computer software, firmware, or any combination thereof. Suchtechniques may be implemented in any of a variety of devices such asgeneral purposes computers, wireless communication device handsets, orintegrated circuit devices having multiple uses including application inwireless communication device handsets and other devices. Any featuresdescribed as modules or components may be implemented together in anintegrated logic device or separately as discrete but interoperablelogic devices. If implemented in software, the techniques may berealized at least in part by a computer-readable data storage mediumcomprising program code including instructions that, when executed,performs one or more of the methods, algorithms, and/or operationsdescribed above. The computer-readable data storage medium may form partof a computer program product, which may include packaging materials.The computer-readable medium may comprise memory or data storage media,such as random access memory (RAM) such as synchronous dynamic randomaccess memory (SDRAM), read-only memory (ROM), non-volatile randomaccess memory (NVRAM), electrically erasable programmable read-onlymemory (EEPROM), FLASH memory, magnetic or optical data storage media,and the like. The techniques additionally, or alternatively, may berealized at least in part by a computer-readable communication mediumthat carries or communicates program code in the form of instructions ordata structures and that can be accessed, read, and/or executed by acomputer, such as propagated signals or waves.

The program code may be executed by a processor, which may include oneor more processors, such as one or more digital signal processors(DSPs), general purpose microprocessors, an application specificintegrated circuits (ASICs), field programmable logic arrays (FPGAs), orother equivalent integrated or discrete logic circuitry. Such aprocessor may be configured to perform any of the techniques describedin this disclosure. A general-purpose processor may be a microprocessor;but in the alternative, the processor may be any conventional processor,controller, microcontroller, or state machine. A processor may also beimplemented as a combination of computing devices, e.g., a combinationof a DSP and a microprocessor, a plurality of microprocessors, one ormore microprocessors in conjunction with a DSP core, or any other suchconfiguration. Accordingly, the term “processor,” as used herein mayrefer to any of the foregoing structure, any combination of theforegoing structure, or any other structure or apparatus suitable forimplementation of the techniques described herein.

One of ordinary skill will appreciate that the less than (“<”) andgreater than (“>”) symbols or terminology used herein can be replacedwith less than or equal to (“≤”) and greater than or equal to (“≥”)symbols, respectively, without departing from the scope of thisdescription.

Where components are described as being “configured to” perform certainoperations, such configuration can be accomplished, for example, bydesigning electronic circuits or other hardware to perform theoperation, by programming programmable electronic circuits (e.g.,microprocessors, or other suitable electronic circuits) to perform theoperation, or any combination thereof.

The phrase “coupled to” or “communicatively coupled to” refers to anycomponent that is physically connected to another component eitherdirectly or indirectly, and/or any component that is in communicationwith another component (e.g., connected to the other component over awired or wireless connection, and/or other suitable communicationinterface) either directly or indirectly.

Claim language or other language reciting “at least one of” a set and/or“one or more” of a set indicates that one member of the set or multiplemembers of the set (in any combination) satisfy the claim. For example,claim language reciting “at least one of A and B” or “at least one of Aor B” means A, B, or A and B. In another example, claim languagereciting “at least one of A, B, and C” or “at least one of A, B, or C”means A, B, C, or A and B, or A and C, or B and C, or A and B and C. Thelanguage “at least one of” a set and/or “one or more” of a set does notlimit the set to the items listed in the set. For example, claimlanguage reciting “at least one of A and B” or “at least one of A or B”can mean A, B, or A and B, and can additionally include items not listedin the set of A and B.

Illustrative aspects of the disclosure include:

Aspect 1: An apparatus for thermal mitigation. The apparatus includes atleast one memory and at least one processor communicatively coupled tothe at least one memory. The at least one processor is configured to:obtain a temperature associated with a vehicle; determine whether totransition one or more communication functions from the vehicle to auser device based on the temperature; and in response to a determinationto transition the one or more communication functions, transition theone or more communication functions from a communication unit of thevehicle to a communication unit of the user device.

Aspect 2: The apparatus according to aspect 1, wherein the at least oneprocessor is configured to: receive, from the communication unit of theuser device, a request to perform at least one communication function ofthe one or more communication functions for the communication unit ofthe user device; and perform the at least one communication functionbased on the request.

Aspect 3: The apparatus according to aspect 2, wherein the at least oneprocessor is configured to: transition the at least one communicationfunction from the communication unit of the vehicle to the communicationunit of the user device.

Aspect 4: The apparatus according to any one of aspects 1 to 3, whereinthe at least one processor is configured to: receive, from thecommunication unit of the user device, data based on the one or morecommunication functions performed by the communication unit of the userdevice; and output, by an output device of the vehicle, the data.

Aspect 5: The apparatus according to aspect 4, wherein the data isreceived by the communication unit of the user device over acommunication interface provided by the vehicle.

Aspect 6: The apparatus according to any one of aspects 1 to 5, whereinthe one or more communication functions include at least one of awireless network access function, a vehicle-to-everything (V2X)function, an emergency-call function, or any combination thereof.

Aspect 7: The apparatus according to any one of aspects 1 to 6, whereinthe one or more communication functions include a wireless networkaccess function performed by the communication unit of the vehicle forthe communication unit of the user device, and wherein the at least oneprocessor is configured to: transmit, to the communication unit of theuser device, an instruction to begin wireless network accessfunctionality.

Aspect 8: The apparatus according to aspect 7, wherein the at least oneprocessor is configured to: deregister the communication unit of thevehicle from a communication network service provider.

Aspect 9: The apparatus according to any one of aspects 7 or 8, whereinthe at least one processor is configured to: perform the wirelessnetwork access function until at least the communication unit of theuser device begins performing the wireless network access function.

Aspect 10: The apparatus according to any one of aspects 1 to 9, whereinthe one or more communication functions include a vehicle-to-everything(V2X) function, and wherein the at least one processor is configured to:transition the V2X function from the communication unit of the vehicleto the communication unit of the user device.

Aspect 11: The apparatus according to aspect 10, wherein the at leastone processor is configured to: determine whether the user device isconfigured for V2X functionality; and in response to a determinationthat the user device is configured for V2X functionality, transition theV2X function to the communication unit of the user device.

Aspect 12: The apparatus according to any one of aspects 1 to 11,wherein the at least one processor is configured to: transmitenvironmental information of the vehicle to the communication unit ofthe user device.

Aspect 13: The apparatus according to aspect 12, wherein theenvironmental information includes at least one of a V2X context of thevehicle, an emergency-call context of the vehicle, or any combinationthereof.

Aspect 14: The apparatus according to any one of aspects 1 to 13,wherein the one or more communication functions include avehicle-to-everything (V2X) function, and wherein the at least oneprocessor is configured to: determine whether the user device isconfigured for V2X functionality; and in response to a determinationthat the user device is not configured for V2X functionality, continueto perform the V2X function.

Aspect 15: The apparatus according to any one of aspects 1 to 14,wherein the one or more communication functions include avehicle-to-everything (V2X) function, and wherein the at least oneprocessor is configured to: transition a first set of V2X functions fromthe communication unit of the vehicle to the communication unit of theuser device; and perform, by the communication unit of the vehicle, asecond set of V2X functions.

Aspect 16: The apparatus according to any one of aspects 1 to 15,wherein the one or more communication functions include avehicle-to-everything (V2X) function, and wherein the at least oneprocessor is configured to: determine whether the temperature is greaterthan a first temperature threshold; and in response to a determinationthat the temperature is greater than the first temperature threshold,reduce a duty cycle of the V2X function.

Aspect 17: The apparatus according to aspect 16, wherein reducing theduty cycle of the V2X function includes reducing a transmission rate ofone or more V2X messages.

Aspect 18: The apparatus according to any one of aspects 16 or 17,wherein the at least one processor is configured to: determine a demandfor the V2X function, and wherein reducing the duty cycle of the V2Xfunction is further based on the determined demand for the V2X function.

Aspect 19: The apparatus according to any one of aspects 16 to 18,wherein the at least one processor is configured to: obtain anadditional temperature associated with the vehicle; determine whetherthe additional temperature is greater than a second temperaturethreshold; and in response to a determination that the additionaltemperature is greater than the second temperature threshold, transitionone or more V2X functions from the communication unit of the vehicle tothe communication unit of the user device.

Aspect 20: The apparatus according to any one of aspects 1 to 19,wherein the at least one processor is configured to: perform, by thecommunication unit of the vehicle, a first communication function and asecond communication function; determine whether the temperature isgreater than a first temperature threshold; and in response to adetermination that the temperature is greater than the first temperaturethreshold, transition the first communication function from thecommunication unit of the vehicle to the communication unit of the userdevice.

Aspect 21: The apparatus according to aspect 20, wherein the at leastone processor is configured to: transmit a request to transition thefirst communication function from the communication unit of the vehicleto the communication unit of the user device.

Aspect 22: The apparatus according to aspect 21, wherein the at leastone processor is configured to: in response transmitting the request,cease the one or more communication functions by the communication unitof the vehicle.

Aspect 23: The apparatus according to any one of aspects 21 or 22,wherein the at least one processor is configured to: output anotification based on the request, the notification including at leastone of a displayed message, an audible message, haptic feedback, or anycombination thereof.

Aspect 24: The apparatus according to any one of aspects 20 to 23,wherein the at least one processor is configured to: obtain anadditional temperature associated with the vehicle; determine whetherthe additional temperature is greater than a second temperaturethreshold; and in response to a determination that the additionaltemperature is greater than the second temperature threshold, transitionthe second communication function from the communication unit of thevehicle to the communication unit of the user device.

Aspect 25: The apparatus according to aspect 24, wherein the firstcommunication function includes a wireless network access function, andwherein the second communication function includes avehicle-to-everything (V2X) function.

Aspect 26: The apparatus according to aspect 24, wherein the firstcommunication function includes a wireless network access function, andwherein the second communication function includes an emergency-callfunction.

Aspect 27: The apparatus according to aspect 24, wherein the firstcommunication function includes a vehicle-to-everything (V2X) function,and wherein the second communication function includes an emergency-callfunction.

Aspect 28: The apparatus according to any one of aspects 1 to 27,wherein the at least one processor is configured to: determine whetherthe temperature is greater than a first temperature threshold; and inresponse to a determination that the temperature is greater than thefirst temperature threshold, transmit a request to transition a firstcommunication function from the communication unit of the vehicle to thecommunication unit of the user device.

Aspect 29: The apparatus according to aspect 28, wherein the at leastone processor is configured to: output a notification based on therequest, the notification including at least one of a displayed message,an audible message, haptic feedback, or any combination thereof.

Aspect 30: The apparatus according to any one of aspects 28 to 29,wherein the at least one processor is configured to: determine whetherthe temperature is greater than a second temperature threshold; and inresponse to a determination that the temperature is greater than thesecond temperature threshold, transition the first communicationfunction from the communication unit of the vehicle to the communicationunit of the user device.

Aspect 31: The apparatus according to any one of aspects 1 to 30,wherein the at least one processor is configured to: in response to thedetermination to transition the one or more communication functions,transition one or more additional functions from an additionalcommunication unit of the vehicle to the user device.

Aspect 32: The apparatus according to any one of aspects 1 to 31,wherein the at least one processor is configured to: determine whetherthe temperature is greater than a temperature threshold; and in responseto a determination that the temperature is greater than the temperaturethreshold, transition the one or more communication functions from thecommunication unit of the vehicle to the communication unit of the userdevice.

Aspect 33: The apparatus according aspect 32, wherein the at least oneprocessor is configured to: obtain an additional temperature associatedwith the vehicle; determine the additional temperature is less than thetemperature threshold; and in response to a determination that theadditional temperature is less than the temperature threshold,transition the one or more communication functions from thecommunication unit of the user device to the communication unit of thevehicle.

Aspect 34: The apparatus according to any one of aspects 1 to 33,wherein the communication unit of the vehicle is a telematics controlunit (TCU).

Aspect 35: The apparatus according to aspect 34, wherein the TCUincludes at least one of a network access device (NAD), one or moresubscriber identity modules (SIMs), one or more modems, or anycombination thereof.

Aspect 36: The apparatus according to any one of aspects 1 to 35,wherein the communication unit of the user device is a modem.

Aspect 37: The apparatus according to any one of aspects 1 to 36,wherein the communication unit of the vehicle is a modem.

Aspect 38: The apparatus according to any one of aspects 1 to 37,wherein the at least one processor is configured to: transition at leastone communication function from the communication unit of the vehicle toa communication unit of a roadside unit (RSU).

Aspect 39: The apparatus according to any one of aspects 1 to 38,wherein the at least one processor is configured to: transition at leastone communication function from the communication unit of the vehicle toa communication unit of an additional vehicle.

Aspect 40: A method of thermal mitigation performing operationsaccording to any one of aspects 1 to 39.

Aspect 41: A computer-readable medium comprising at least oneinstruction for causing a computer or processor to perform operationsaccording to any one of aspects 1 to 39.

Aspect 42: An apparatus for thermal mitigation, the apparatus includingmeans for performing operations according to any one of aspects 1 to 39.

Aspect 43: An apparatus for thermal based load balancing. The apparatusincludes at least one transceiver, at least one memory and at least oneprocessor communicatively coupled to the at least one memory and the atleast one transceiver. The at least one processor is configured to:receive, via the at least one transceiver, a plurality of messages fromone or more devices; determine a thermal level; determine a processingload based on at least a number of the plurality of messages; based onthe thermal level and the processing load, determining a filteringscheme to be applied for filtering the plurality of messages in order tomaintain the processing load at or below a processing capacity; andapply the filtering scheme using one or more components associated withthe apparatus to filter the plurality of messages.

Aspect 44: The apparatus of aspect 43, wherein the at least oneprocessor is further configured to: determine a filtering level based onthe processing load and the processing capacity; and determine thefiltering scheme based on the thermal level, the processing load, andthe filtering level.

Aspect 45: The apparatus of any of aspects 43 or 44, wherein theapparatus includes one or more verification processors configured toprocess the plurality of messages, and wherein the at least oneprocessor is configured to: determine the processing capacity based on asum of instantaneous processing capacities of the one or moreverification processors.

Aspect 46: The apparatus of any of aspects 43 to 45, wherein the atleast one processor is configured to: determine the filtering level as amaximum of a zero value and a ratio of: a difference between theprocessing load and the processing capacity; and the processingcapacity.

Aspect 47: The apparatus of any of aspects 43 to 46, wherein the atleast one processor is configured to: determine the filtering schemefrom a plurality of filtering schemes, each filtering scheme of theplurality of filtering schemes resulting in a different volume of theplurality of messages to be filtered.

Aspect 48: The apparatus of any of aspects 43 to 47, wherein each filterscheme of the plurality of filtering schemes includes instructionsidentifying: the one or more components at which the plurality ofmessages are to be filtered; and a corresponding filtering criteriaaccording to which the plurality of messages are to be filtered.

Aspect 49: The apparatus of any of aspects 43 to 48, wherein each of theplurality of messages received from the one or more devices includesinformation associated with at least one of a speed, a direction ofmovement, a distance, or any combination thereof, of a corresponding oneof the one or more devices, and wherein the at least one processor, whenapplying the corresponding filtering criteria, is configured to: filterthe plurality of messages based on one or more of distances of the oneor more devices, directions of movement of the one or more devices andspeeds of the one or more devices.

Aspect 50: The apparatus of any of aspects 43 to 49, wherein the one ormore components at which the filtering scheme is applied includes atleast one of an Intelligent Transportation System (ITS) of theapparatus, a Vehicle-to-Everything (V2X) component of a modem associatedwith the apparatus, a downstream component of the modem, or anycombination thereof.

Aspect 51: The apparatus of any of aspects 43 to 50, wherein as thethermal level increases, the filtering scheme, when applied, results ina larger number of the plurality of messages being filtered.

Aspect 52: The apparatus of any of aspects 43 to 51, wherein as thethermal level and the processing load increase, the filtering scheme,when applied, results in a larger number of the plurality of messagesbeing filtered.

Aspect 53: The apparatus of any of aspects 43 to 52, wherein thefiltering scheme includes not filtering the plurality of messages whenthe thermal level is a lowest defined thermal level.

Aspect 54: The apparatus of any of aspects 43 to 53, wherein thefiltering scheme includes shutting off a component of a modem associatedwith the apparatus to prevent reception of additional messages forprocessing at the apparatus until the processing load of the apparatusdrops below the processing capacity.

Aspect 55: The apparatus of any of aspects 43 to 54, wherein theplurality of messages are vehicle-to-everything (V2X) messages.

Aspect 56: The apparatus of any of aspects 43 to 55, wherein the thermallevel is one of a plurality of thermal levels, each thermal level of theplurality of thermal levels corresponding to a range of temperatures ofinternal components of the apparatus.

Aspect 57: The apparatus of any of aspects 43 to 56, wherein theplurality of messages are signed using a signature and wherein the atleast one processor is configured to: verify the plurality of messagesbased on the signature.

Aspect 58: The apparatus of any of aspects 43 to 57, wherein theapparatus is a vehicle computing system of a vehicle.

Aspect 59: The apparatus of any of aspects 43 to 58, wherein the one ormore devices include at least one of a vehicle, a mobile device, aroadside unit, a traffic management system, a public transportationvehicle, or any combination thereof.

Aspect 60: The apparatus of any of aspects 43 to 59, wherein the atleast one processor is configured to: apply a load balancing scheme todistribute filtered messages between one or more processing coresassociated with the apparatus, for processing the plurality of filteredmessages.

Aspect 61: A method of thermal mitigation performing operationsaccording to any one of aspects 43 to 60.

Aspect 62: A computer-readable medium comprising at least oneinstruction for causing a computer or processor to perform operationsaccording to any one of aspects 43 to 60.

Aspect 63: An apparatus for thermal based load balancing, the apparatusincluding means for performing operations according to any one ofaspects 43 to 60.

Aspect 64: A method including operations according to any one of aspects1 to 39 and 43 to 60.

Aspect 65: An apparatus including at least one transceiver, at least onememory and at least one processor communicatively coupled to the atleast one memory and the at least one transceiver. The at least oneprocessor is configured to perform operations according to any one ofaspects 1 to 39 and 43 to 60.

Aspect 66: A computer-readable medium comprising at least oneinstruction for causing a computer or processor to perform operationsaccording to any one of aspects 1 to 39 and 43 to 60.

Aspect 67: An apparatus including means for performing operationsaccording to any one of aspects 1 to 39 and 43 to 60.

What is claimed is:
 1. An apparatus for thermal mitigation, comprising:at least one memory; and at least one processor communicatively coupledto the at least one memory, the at least one processor is configured to:obtain a temperature associated with a vehicle; determine whether totransition one or more communication functions from the vehicle to auser device based on the temperature; and in response to a determinationto transition the one or more communication functions, transition theone or more communication functions from a communication unit of thevehicle to a communication unit of the user device.
 2. The apparatus ofclaim 1, wherein the at least one processor is configured to: determinewhether the temperature is greater than a temperature threshold; and inresponse to a determination that the temperature is greater than thetemperature threshold, transition the one or more communicationfunctions from the communication unit of the vehicle to thecommunication unit of the user device.
 3. The apparatus of claim 2,wherein the at least one processor is configured to: obtain anadditional temperature associated with the vehicle; determine theadditional temperature is less than the temperature threshold; and inresponse to a determination that the additional temperature is less thanthe temperature threshold, transition the one or more communicationfunctions from the communication unit of the user device to thecommunication unit of the vehicle.
 4. The apparatus of claim 1, whereinthe at least one processor is configured to: receive, from thecommunication unit of the user device, a request to perform at least onecommunication function of the one or more communication functions forthe communication unit of the user device; perform the at least onecommunication function based on the request; and transition, based onthe temperature, the at least one communication function from thecommunication unit of the vehicle to the communication unit of the userdevice.
 5. The apparatus of claim 1, wherein the at least one processoris configured to: receive, from the communication unit of the userdevice, data based on the one or more communication functions performedby the communication unit of the user device; and output, by an outputdevice of the vehicle, the data.
 6. The apparatus of claim 1, whereinthe one or more communication functions include a wireless networkaccess function performed by the communication unit of the vehicle forthe communication unit of the user device, and wherein the at least oneprocessor is configured to: transmit, to the communication unit of theuser device, an instruction to begin wireless network accessfunctionality.
 7. The apparatus of claim 6, wherein the at least oneprocessor is configured to: deregister the communication unit of thevehicle from a communication network service provider.
 8. The apparatusof claim 6, wherein the at least one processor is configured to: performthe wireless network access function until at least the communicationunit of the user device begins performing the wireless network accessfunction.
 9. The apparatus of claim 1, wherein the one or morecommunication functions include a vehicle-to-everything (V2X) function,and wherein the at least one processor is configured to: transition theV2X function from the communication unit of the vehicle to thecommunication unit of the user device.
 10. The apparatus of claim 9,wherein the at least one processor is configured to: determine whetherthe user device is configured for V2X functionality; and in response toa determination that the user device is configured for V2Xfunctionality, transition the V2X function to the communication unit ofthe user device.
 11. The apparatus of claim 1, wherein the at least oneprocessor is configured to: transmit environmental information of thevehicle to the communication unit of the user device, wherein theenvironmental information includes at least one of a V2X context of thevehicle, an emergency-call context of the vehicle, or any combinationthereof.
 12. The apparatus of claim 1, wherein the one or morecommunication functions include a vehicle-to-everything (V2X) function,and wherein the at least one processor is configured to: determinewhether the user device is configured for V2X functionality; and inresponse to a determination that the user device is not configured forV2X functionality, continue to perform the V2X function.
 13. Theapparatus of claim 1, wherein the one or more communication functionsinclude a vehicle-to-everything (V2X) function, and wherein the at leastone processor is configured to: transition a first set of V2X functionsfrom the communication unit of the vehicle to the communication unit ofthe user device; and perform, by the communication unit of the vehicle,a second set of V2X functions.
 14. The apparatus of claim 1, wherein theone or more communication functions include a vehicle-to-everything(V2X) function, and wherein the at least one processor is configured to:determine whether the temperature is greater than a first temperaturethreshold; and in response to a determination that the temperature isgreater than the first temperature threshold, reduce a duty cycle of theV2X function.
 15. The apparatus of claim 14, wherein reducing the dutycycle of the V2X function includes reducing a transmission rate of oneor more V2X messages.
 16. The apparatus of claim 14, wherein the atleast one processor is configured to: determine a demand for the V2Xfunction, and wherein reducing the duty cycle of the V2X function isfurther based on the determined demand for the V2X function.
 17. Theapparatus of claim 14, wherein the at least one processor is configuredto: obtain an additional temperature associated with the vehicle;determine whether the additional temperature is greater than a secondtemperature threshold; and in response to a determination that theadditional temperature is greater than the second temperature threshold,transition one or more V2X functions from the communication unit of thevehicle to the communication unit of the user device.
 18. The apparatusof claim 1, wherein the at least one processor is configured to:perform, by the communication unit of the vehicle, a first communicationfunction and a second communication function; determine whether thetemperature is greater than a first temperature threshold; and inresponse to a determination that the temperature is greater than thefirst temperature threshold, transition the first communication functionfrom the communication unit of the vehicle to the communication unit ofthe user device.
 19. The apparatus of claim 18, wherein the at least oneprocessor is configured to: obtain an additional temperature associatedwith the vehicle; determine whether the additional temperature isgreater than a second temperature threshold; and in response to adetermination that the additional temperature is greater than the secondtemperature threshold, transition the second communication function fromthe communication unit of the vehicle to the communication unit of theuser device.
 20. The apparatus of claim 1, wherein the at least oneprocessor is configured to: transition at least one communicationfunction from the communication unit of the vehicle to a communicationunit of a roadside unit (RSU).
 21. The apparatus of claim 1, wherein theat least one processor is configured to: transition at least onecommunication function from the communication unit of the vehicle to acommunication unit of an additional vehicle.
 22. A method of thermalmitigation, the method comprising: obtaining a temperature associatedwith a vehicle; determining whether to transition one or morecommunication functions from the vehicle to a user device based on thetemperature; and in response to a determination to transition the one ormore communication functions, transitioning the one or morecommunication functions from a communication unit of the vehicle to acommunication unit of the user device.
 23. The method of claim 22,further comprising: determining whether the temperature is greater thana temperature threshold; and in response to a determination that thetemperature is greater than the temperature threshold, transitioning theone or more communication functions from the communication unit of thevehicle to the communication unit of the user device.
 24. The method ofclaim 23, further comprising: obtaining an additional temperatureassociated with the vehicle; determining the additional temperature isless than the temperature threshold; and in response to a determinationthat the additional temperature is less than the temperature threshold,transition the one or more communication functions from thecommunication unit of the user device to the communication unit of thevehicle.
 25. The method of claim 22, wherein the one or morecommunication functions include a wireless network access functionperformed by the communication unit of the vehicle for the communicationunit of the user device, and further comprising: transmitting, to thecommunication unit of the user device, an instruction to begin wirelessnetwork access functionality.
 26. The method of claim 22, wherein theone or more communication functions include a vehicle-to-everything(V2X) function, and further comprising: transitioning the V2X functionfrom the communication unit of the vehicle to the communication unit ofthe user device.
 27. An apparatus for thermal based load balancing,comprising: at least one transceiver; at least one memory; and at leastone processor communicatively coupled to the at least one memory and theat least one transceiver, the at least one processor is configured to:receive, via the at least one transceiver, a plurality of messages fromone or more devices; determine a thermal level; determine a processingload based on at least a number of the plurality of messages; based onthe thermal level and the processing load, determine a filtering schemeto be applied for filtering the plurality of messages in order tomaintain the processing load at or below a processing capacity; andapply the filtering scheme using one or more components associated withthe apparatus to filter the plurality of messages.
 28. The apparatus ofclaim 27, wherein the at least one processor is further configured to:determine a filtering level based on the processing load and theprocessing capacity; and determine the filtering scheme based on thethermal level, the processing load, and the filtering level.
 29. Amethod of thermal based load balancing, comprising: receiving aplurality of messages from one or more devices; determining a thermallevel; determining a processing load based on at least a number of theplurality of messages; based on the thermal level and the processingload, determining a filtering scheme to be applied for filtering theplurality of messages in order to maintain the processing load at orbelow a processing capacity; and applying the filtering scheme using oneor more components associated with an apparatus to filter the pluralityof messages.
 30. The method of claim 29, further comprising: determininga filtering level based on the processing load and the processingcapacity; and determining the filtering scheme based on the thermallevel, the processing load, and the filtering level.